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FINDINGS  OF  FACTS 


BY 


THE  RAILROAD  COMMISSION 


OP  .WASHINOTON  ' 


RELATIVE  TO  THE 


VALUATION  OF  EAILR0AD8 


IN  THE 


STATE  OF  WASHINGTON 


OLYMPIA,    WASH: 
E.    L.    BOABDMAN,   PUBLIC  PRINTBB, 


w^^ 


:>i^*'  'f€. 


X 


'' ''  ?» 
ASCERTAINING    VALUE   OF  RAILEOADS,    AND 
OTHER  FACTS,  AS  PROVIDED '  IN     ' 
SECTION  12. 


The  original  Commission  Act  provided,  in  substance,  that 
the  Commission  should,  as  early  as  practicable,  ascertain  the 
amount  of  money  expended  in  the  construction  and  equipment, 
per  mile,  of  every  railroad  in  Washington. 

Under  this  act  the  Commission,  agreeable  to  its  terms,  em- 
ployed experts  for  the  purpose  of  complying  with  the  pro- 
visions of  the  lavr.  The  manifest  object  of  the  Legislature 
was  to  enable  the  Commission  to  ascertain  the  investment  upon 
which  the  railroad  was  entitled  to  earn  a  return  to  be  considered 
in  the  determination  of  reasonable  rates.  After  investigating 
this  subject  with  great  care,  examining  the  authorities  and 
particularly  the  decisions  of  the  Supreme  Court  of  the  United 
States,  the  Commission  became  convinced  that  a  literal  com- 
pliance with  the  terms  of  the  act  would  be  of  little,  if  any, 
value  to  the  state,  as  the  statute  provided  for  ascertaining  but 
one  of  the  many  elements  that  must  of  necessity  be  considered 
in  ascertaining  the  amount  upon  which  the  road  is  entitled  to 
earn  a  return.  While  the  original  investment  is  material  and 
should  be  known,  the  authorities  would  indicate  that  the  rail- 
road is  entitled  to  earn  a  reasonable  return  on  the  "value"  of 
the  property  used  by  it  for  the  public  convenience  at  the  time 
of  the  inquiry.  And  the  courts  have  clearly  intimated  that  in 
ascertaining  this  value  consideration  must  be  given  to  not  only 
the  original  investment,  but  also  to  the  cost  of  reproduction, 
the  amount  and  market  value  of  the  stocks  and  bonds,  the 
density  of  traffic  and,  in  short,  every  element  that  a  prudent 
investor  would  consider  in  determining  the  market  value  of 
the  property.  The  Commission  became  further  satisfied  that 
the  value  of  railroad  property,  like  any  other  property,  was 
subject  to  change  by  changed  conditions  and  that  the  value 
of  a  railroad  today  might  be  entirely  different  in  ten  years 


MSr7Q7\ 


4  RAILROAD   COMMISSION    OF   WASHINGTON 

though  the  physical  conditions  should  remain  practically  un- 
changed. 

In  ^ttemptingr'  to  .tJolnply  with  the  original  statute  the  Com- 
mission was  met  with  the  statement  by  the  roads,  and  particu- 
larly by  the.  Northern  Pacific  Railway  Company  and  the  Oregon 
Railroad  &  Navigation  Compan}',  that  their  records  were  in- 
complete, many  of  their  original  records  having  been  lost  or 
destroyed,  and  that  it  was,  therefore,  impossible  for  the  roads 
to  furnish  us  with  a  statement  which  would  even  be  approxi- 
mately correct,  showing  the  original  investment.  And  the 
Commission  was  compelled  to  employ  engineers  and  accountants 
to  investigate  and  ascertain  the  same.  The  Commission  early 
appreciated  that  a  large  expenditure  would  be  necessary  in  order 
to  accomplish  this  object,  and,  after  investigation,  concluded 
that  the  expense  would  be  but  slightly  increased  if  at  the  same 
time  it  ascertained  the  unit  quantities  entering  into  the  con- 
struction of  the  road;  that  is  to  say,  the  units  of  labor  and 
material  furnished  and  used.  Having  these  unit  quantities, 
prevailing  prices  could  be  applied  at  any  future  time  and  the 
cost  of  reproduction  at  the  time  of  the  inquiry  be  thus  ascer- 
tained without  any  appreciable  expense,  providing  the  work 
of  keeping  up  the  permanent  improvements  made  by  the  roads 
is  properly  preserved  and  placed  of  record  in  the  office  of  the 
Commission. 

The  large  expense  to  be  incurred,  the  fact  that  man}^  expert 
engineers  and  accountants  were  employed  who  would  probably 
scatter  and  their  whereabouts  become  unknown,  impressed  the 
Commission  with  the  necessity  of  having  the  facts,  when  ascer- 
tained, made  permanent  and  evidentiary  so  as  to  obviate  the 
necessity  of  ever  duplicating  the  work.  With  this  object  in 
view,  the  Commission  spent  much  time  and  labor  in  drafting 
an  amendment  to  the  law,  which  is  found  in  amended  section 
12  passed  by  the  Legislature  of  1907,  definitely  directing  the 
Commission  to  ascertain  every  element  that  the  courts  have 
intimated  should  be  considered,  as  well  as  every  element  that 
the  Commission,  after  careful  investigation,  concluded  would 
be  material  as  showing  the  true  value  of  the  property,  pro- 
viding for  a  formal  hearing  before  the  Commission,  after  due 
notice  to  the  roads,  at  which  hearing  the  railroads  are  entitled 
to  subpoenas  compelling  the  attendance  of  all  witnesses  which 


VALUE    OF   RAILROADS  IN  WASHINGTON  5 

it  desires  to  offer,  providing  for  the  preservation  of  all  the 
testimony,  and  that  findings,  of  fact  shall  be  made  on  every 
element  entering  into  or  proper  to  be  considered  in  ascertaining 
the  market  value  of  the  property,  making  ample  provisions  for 
a  court  review,  and  finally  providing  that  these  findings  of 
fact,  when  offered  under  the  seal  of  the  Commission,  shall  be 
conclusive  evidence  of  the  facts  therein  stated  as  of  the  date 
of  the  filing,  subject  only  to  be  contradicted  by  showing  changed 
conditions  subsequent  thereto.  Our  engineers  were,  therefore, 
instructed  to  procure  not  only  the  original  cost  and  the  cost 
of  duplication  or  reproduction,  but,  whenever  possible,  to  pro- 
cure in  detail  every  unit  quantity  of  labor  and  material  entering 
into  the  construction  of  the  road.  This  evidence  was  procured 
and  introduced  before  the  Commission,  and  the  Commission, 
in  making  its  findings,  has  not  only  ascertained  the  amount 
of  money  expended,  the  amount  of  money  necessary  to  dupli- 
cate or  reproduce  the  property,  but,  in  addition  thereto,  has 
ascertained  every  unit  quantity  such  as  the  number  of  cubic 
yards  of  earth,  solid  rock,  hard  pan,  loose  rock,  cemented  gravel 
and  other  grading  quantities  necessary  to  be  moved,  together 
with  the  necessary  overhaul  connected  therewith,  the  number 
of  tons  of  steel  in  the  rails,  the  track  fastenings,  ties,  iron 
and  timber  in  bridges,  the  floor  area  of  all  buildings  and  every 
unit  quantity  entering  into  the  construction.  To  these  units 
current  prices  can  at  any  time  be  applied  and  the  cost  of  repro- 
duction under  the  conditions  then  existing  ascertained  without 
any  material  expense,  provided  the  Commission,  from  time  to 
time,  will  have  a  further  hearing  to  ascertain  the  nature  of 
the  improvements  placed  upon  the  property  subsequent  to  the 
date  of  our  findings  and  make  supplementary  findings  of  fact 
concerning  the  same.  Not  only  did  the  Commission  find  itself 
without  precedent  to  follow,  but  no  similar  comprehensive  statute 
has  ever  been  enacted.  The  Commission  appreciates  fully  the 
importance  of  this  work  and  the  responsibility  resting  upon  it. 
It  is  self-evident  that  if  a  railroad  is  entitled  to  earn  a  reason- 
able return  on  the  value  of  its  property,  that  no  intelligent 
judgment  can  be  made  concerning  a  schedule  of  rates  without 
first  obtaining  the  value  of  the  property  upon  which  the  re- 
turns must  be  based,  and  as  this  value  is  subject  to  change,  the 


g  RAILROAD  COMMISSION  OF  WASHINGTON 


necessity  of  ascertaining  this  value  under  the  changed  condi- 
tions without  dupHcation  of  work  must  be  apparent.  With 
these  controlHng  ideas  the  Commission  has  so  sought  to  per- 
form these  labors  and  to  so  cover  the  different  elements  in  its 
findings  that  the  work  will  be  completed  so  as  to  not  only  give 
the  present  value  of  the  railroad  property,  but  that  it  will 
enable  the  Commission  at  any  time  in  the  future,  without  dupli- 
cation of  labor  or  expense,  to  ascertain  the  then  value  of  the 
property,  basing  the  same  on  the  findings  made  at  this  hearing, 
together  with  the  betterments  and  improvements,  consideration 
being  given  only  to  the  changed  conditions  as  they  might  from 
time  to  time  arise. 

The  pioneer  state  to  ascertain  the  physical  value  of  railroad 
properties  was  Texas,  through  its  Railway  Commission.  The 
apparent  primary  object  of  the  legislation  of  Texas  providing 
for  the  valuation  of  the  railroads  was  for  the  purpose  of  limit- 
ing the  issuing  of  stocks  and  bonds ;  that  is,  to  prevent  stock 
watering.  Obviously  the  chief  element  or  consideration  in  de- 
termining whether  the  capital  account  of  a  railroad  should 
be  increased  would  be  the  money  invested  therein.  Subsequent 
to  ascertaining  this  value  the  Railway  Commission  of  Texas 
attempted- to  apply  the  valuation  thus  fixed  for  the  purpose 
of  regulating  the  rates  and  using  this  valuation  as  the  amount 
upon  which  the  railroad  was  entitled  to  a  return  from  rates 
and  fares.  The  Supreme  Court  of  the  United  States  set  aside 
the  order  of  the  Commission  upon  the  ground  that  the  elements 
shown  to  have  been  considered  by  the  Commission  in  fixing 
their  valuation  was  too  narrow  and  that  elements  had  not  been 
considered  which  entered  into  the  market  value  of  the  road. 
Michigan  and  Wisconsin  also  attempted  to  secure  a  valuation 
of  railroads,  but  such  valuation  was  not  made  by  the  Railroad 
Commission,  the  primary  objects  of  these  states  being  to  ascer- 
tain the  value  for  the  purpose  of  taxation.  Minnesota  is  now 
engaged  in  ascertaining  the  values  of  the  railroads  within  the 
borders  of  its  state  through  the  Railroad  and  Warehouse  Com- 
mission. 

The  Supreme  Court  of  Minnesota  has  ruled  ±hat  the  con- 
trolling and  practically  the  only  element  necessary  to  be  con- 
sidered in  ascertaining  the  value  of  a  railroad  for  rate-making 
purposes  is  the  cost  of  reproducing   the  line.     This  decision  is 


VALUE   OP   RAILROADS  IN  WASHINGTON  (y 

so  manifestly  at  variance  with  the  weight  of  authority  that 
this  Commission  did  not  feel  justified  in  following  that  decision. 
We  believe  that  this  Commission  is  the  first  Commission  to 
ascertain  the  original  cost  of  construction,  also  the  only  Com- 
mission that  has  attempted  to  ascertain  the  unit  quantities, 
and  the  only  Commission  that  has  attempted  to  consider  the 
elements  that  would  be  taken  into  consideration  by  a  purchaser 
of  the  property  so  as  to  ascertain  the  true  market  value.  At 
first  impression  it  might  appear  that  unnecesary  detail  was 
entailed  by  the  Commission  in  procuring  the  original  grading 
and  construction  units  and  in  ascertaining  the  original  ex- 
penditures. The  importance  of  this  matter,  however,  is  found 
in  the  fact  that  when  there  has  been  ascertained  from  the 
original  distribution  sheets  all  the  different  units  of  labor  per- 
formed and  material  moved  and  used,  and  what  the  money  was  ex- 
pended for,  all  the  questions  of  contingencies  that  would  likely 
arise  are  covered.  An  engineer  going  over  a  line  of  any  of  our 
transcontinental  roads  through  a  mountainous  section  viewing 
the  property,  can  only  conjecture  the  amount  and  nature  of 
the  construction  work  performed.  If,  however,  he  has  the 
unit  quantities  showing  exactly  what  was  performed,  he  then 
is  in  a  position  to  know  what  it  would  cost  to  reproduce  the 
property  today  without  conjecture  or  guess.  This  is  best 
illustrated  in  the  contention  of  the  railroads  that  it  was  neces- 
sary and  proper  to  add  to  the  sums  necessary  to  be  expended 
in  performing  the  units  of  labor  and  in  procuring  the  units 
of  construction  a  sum  ranging  from  7%  to  10  per  cent,  on 
the  total  outlay  to  cover  contingencies.  Engineers  expert  in 
railroad  accounts,  both  engineering  and  auditing,  were  employed 
to  expert  the  books  and  records  of  the  different  companies  for 
the  purpose  of  ascertaining  the  original  expenditure  and  the 
sums  expended  in  betterments  and  improvements ;  original  en- 
tries such  as  vouchers,  original  estimates,  distribution  sheets 
and  final  settlements  with  contractors  as  found  in  the  engineer- 
ing  department  were  examined  and  summarized ;  lists  were  made 
from  the  same  department  showing  all  structures,  their  age, 
size,  cost,  and  statements  were  likewise  procured  showing  the 
existing  rails  and  their  weight,  track  fastenings,  ties,  ballast, 
sidings,  etc.  These  summarized  lists  were  compared  and  checked 
with   the   records   in   the   auditing   department.      Having  pro- 


8  RAILROAD   COMMISSION   OF   WASHINGTON 

cured  the  information  showing  both  the  unit  quantities  and 
original  cost  for  all  improvements,  whether  or  labor  or  material, 
competent  engineers  were  then  sent  out  to  inspect  the  lines 
and  ascertain  if  the  improvements  had  been  made  as  indicated 
by  the  records,'  and  all  structures  and  material  checked  on  the 
ground  with  the  data  procured  as  aforesaid.  We  thus  obtained 
the  units  entering  into  the  construction  of  the  different  lines. 
In  ascertaining  the  cost  and  amount  of  equipment  properly 
chargeable  or  allowable  to  the  state,  we  ascertained  from  the 
companies'  records  the  amount  of  equipment  purchased  and 
now  in  existence  on  its  entire  line,  the  date  when  each  unit  was 
purchased  and  put  in  use,  and  the  original  cost  of  each  unit. 
We  also  procured  the  passenger  and  freight  car  and  engine 
mileage  on  the  entire  system  and  the  same  information  as  to 
the  state  and  charged  or  allowed  to  the  state  equipment  in  pro- 
portion as  the  mileage  of  each  class  in  the  state  bore  to  the 
mileage  of  the  same  class  of  equipment  on  the  entire  system. 
To  the  different  units  of  construction  and  equipment  thus  found 
current  market  prices  were  applied  and  the  cost  of  reproducing 
the  property  new  was  obtained. 

In  ascertaining  the  depreciation  of  equipment,  structures 
and  material  our  engineers  adopted  what  might  be  termed 
"mortality  tables  of  structures."  The  following  extract  from 
Mr.  Gillette's  report  on  this  subject  is  so  clear  and  concise  that 
we  reproduce  it: 

"In  estimating  the  present  or  depreciated  value  of  structures, 
rolling  stock,  etc.,  both  Michigan  and  Wisconsin  had  sent  experts  into 
the  field  to  estimate  the  percentage  of  present  value  of  each  unit.  In 
this  manner  40,000  freight  cars  were  inspected  in  Michigan,  and  their 
'present  value'  estimated.  To  me  this  seemed  to  be  not  only  a  useless 
procedure,  but  very  erroneous.  Aside  from  the  great  expense  of  thus 
inspecting  each  car  and  structure,  I  was  influenced  by  a  belief  in  the 
far  greater  accuracy  of  applying  what  might  be  termed  "mortality 
tables  of  structures."  If  the  age  of  a  man  is  known,  his  expectation 
of  life  can  be  estimated  from  mortality  tables.  Insurance  companies 
do  not  have  their  doctors  guess  at  the  man's  probable  life.  The  doctor 
merely  reports  the  man  as  not  suffering  from  disease,  and  the  insurance 
company  having  the  man's  age,  applies  its  mortality  tables.  In  like 
manner,  it  seemed  to  me,  the  'present  value'  of  a  car  or  locomotive 
could  be  accurately  estimated  if  its  present  age  were  known.  It  is  a 
well  established  fact  that  a  freight  car  has  a  useful  life  exceeding 
20  or  25  years.    If  the  average  car  has  a  life  of  25  years,  it  loses  4  per 


VALUE    OP   RAILROADS  IN  WJASHINGTON 


cent,  of  its  life  every  years.  Hence  by  multiplying  its  age  in  years  by 
four  per  cent.,  its  lost  life  or  depreciation  is  accurately  ascertained; 
and,  by  subtracting  this  depreciation  from  100,  the  remainder  will 
give  its  'present  value'  expressed  as  a  per  centage  of  its  value  new. 

"I  believed  that  it  would  be  far  less  expensive  to  ascertain  the  age 
of  each  car,  and  eac^x  structure  from  the  records  of  the  companies, 
and  to  estimate  the  present  value  by  the  methods  just  explained  than 
to  inspect  each  structure  in  the  field.  This  proved  to  be  the  case, 
and  it  effected  a  very  substantial  saving  in  the  cost  of  the  appraisal, 
while,  at  the  same  time,  it  yielded  more  reliable  results. 

"In  same  cases  the  records  in  the  engineering  ofRce  of  the  railways 
did  not  show  the  ages  of  existing  structures,  but  in  such  cases  their 
accounting  records  showed  the  dates  when  structures  were  built,  or 
when  cars  were  purchased. 

"If  practically  all  the  structures  shown  in  the  accounting  records 
are  still  in  existence,  and  the  money  expended  each  year  for  each  class 
of  structure  is  known,  it  is  a  very  simple  matter  to  figure  the  average 
age  of  the  money  invested  in  such  structures  which,  after  all,  is  what 
is  needed   in   estimating  present  value.     To   inustrate,   suppose   there 
are  a  number  of  station  buildings  in  existence,  whose  age  is  not  known 
suppose,  however,  that  $10,500  was  spent  for  such  buildings  in  1896, 
$20,000  in  1..J,  and  $5,000  in  li/Z.     Then  in  1906,  the  average  age  ot 
the  money  invested  in  these  buildings  is  ascertained  thus: 
$10,500  X  10  yrs..  equals  $105,000  one  year 
$20,000  X  6    yrs.  equals     120,000  one  year 
$  5.000  X  'i:    yrs.  equals       20,000  one  year 

"This  gives  a  total  of  $35,500  invested  seven  years;  for  $245,000 
divided  by  35,500  gives  seven  years  approximately. 

"The  rule  to  be  followed  in  all  such  cases  is  to  multiply  the  money 
expended  each  year  for  structures  of  a  given  class  by  the  age  in 
years,  add  all  these  products  together,  and  divide  by  the  total  cost 
of  all  the  structures  under  consideration.  The  quotient  is  the  average 
age  of  all  the  structures,  or,  more  strictly  speaking,  the  average  age 
of  the  money  invested  in  the  structures.  If  some  of  the  structures 
are  no  longer  in  existence,  this  method  can  still  be  applied.  Take 
railway  cross-ties  for  example.  Ascertain  the  total  value  of  cross- 
ties  in  the  track,  then  go  back  through  the  records  of  the  tie  renewals, 
by  years,  until  the  total  cost  of  the  renewals  adds  up  to  the  total  value 
of  ties  now  in  the  track.  Then  compute  the  average  age  as  above 
shown.  If  the  price  of  ties  has  fluctuated,  ascertain  the  actual  price 
paid,  and  reduce  all  yearly  expenditures  for  renewals  to  the  present 
price." 

The  railroads  operating  in  this  state,  and  particularly  the 
Northern  Pacific  Railway  Company  and  the  Great  Northern 
Railway  Company,  have  anticipated  the  growth  and  develop- 
ment of  the  state,  and  to  that  end  have  made  large  investments 


10  RAILROAD   COMMISSION    OB^   WASHINGTON 

are  procured  and  are  holding  large  and  valuable  tracts  of 
land,  especially  in  Seattle,  Tacoma,  Everett  and  Spokane,  for 
terminal  grounds,  the  present  value  of  which  amounts  to  many 
millions  of  dollars.  In  ascertaining  the  cost  of  real  estate  and 
right  of  way  owned  by  the  railroads  the  Commission  employed 
men  expert  in  procuring  lands  for  railroads  for  use  for  rail- 
road purposes,  these  men  making  a  personal  inspection  of 
every  line  of  road  within  the  state  and  every  piece  of  property 
owned  by  the  roads.  In  the  larger  cities  we  also  employed 
expert  real  estate  men  of  high  standing  and  had  them  per- 
sonally investigate  all  the  holdings  of  the  railroads,  and  on  a 
subsequent  date  took  their  testimony  as  to  the  values.  In  short, 
as  to  the  value  of  the  real  estate  and  terminals  we  followed 
the  same  general  lines  that  would  be  pursued  in  court  in  an 
ordinary  condemnation  action. 

Evidence  was  also  introduced  showing  the  volume  and  char- 
acter of  the  business  done  by  the  several  roads,  including  its 
permanency  and  whether  likely  to  increase  or  diminish.  The 
importance  of  considering  this  element  was  exemplified  by  a 
comparison  of  the  evidence  introduced  by  the  Tacoma  Eastern 
Railway  and  the  Great  Northern  and  Northern  Pacific  Rail- 
ways. The-  evidence  as  to  the  Great  Northern  and  Northern 
Pacific  tended  to  show  that  their  business  in  the  state  would 
tend  to  increase  their  traffic,  consisting  largely  of  the  products 
of  agriculture,  horticulture  and  manufacture,  all  of  which 
would  increase  in  production,  and  that  their  passenger  business 
would  improve  owing  to  the  great  increase  in  the  density  of 
population.  The  .testimony  in  behalf  of  the  Tacoma  Eastern 
tended  to  show  its  business  confined  largely  to  forest  products, 
and  that  within  the  next  decade  this  traffic  would  of  necessity 
be    curtailed. 

These  considerations  would  clearly  effect  the  market  value 
of  the  property.  We  also  inquiried  minutely  into  the  physical 
characteristics,  of  the  roads,  particularly  as  to  the  grades  and 
curves  and  other  conditions  effecting  the  cost  of  operation. 

The  market  value  of  the  stocks  and  bonds  was  covered  for 
the  period  of  six  years. 

Our  engineers  prepared  tabulated  statements  showing  unit 
quantities,  cost  per  unit  and  total  estimated  cost  of  reproduc- 
tion of  the  different  roads,  and  a  copy  was  served  upon  each 


VALUE  OF  RAILROADS  IN  WASHINGTON        n 


of  the  roads  and  ample  time  given  the  railroads  to  check  up 
the  work  of  our  engineers.  After  this  checking  was  done  the 
evidence  of  the  railroad  was  taken  and  discrepancies  and  omis- 
sions, which  they  were  able  to  find,  pointed  out.  These  alleged 
discrepancies  and  omissions  were  then  thoroughly  investigated 
and  gone  into  by  the  experts  employed  by  the  Commission 
and  their  testimony  taken  thereon.  By  adopting  this  method 
we  feel  that  we  have  been  able  to  arrive  at  an  accurate  con- 
clusion as  to  the  Unit  quantities  and  cost  of  reproducing  the 
lines  within  the  state ;  which  last  mentioned,  while  not  the 
only  element,  is  one  of  the  controlling  elements  in  fixing  the 
market  value   of  railroad   property. 

Tentative  findings  were  then  prepared  and  served  upon  the 
railroads  interested  and  also  delivered  to  the  Tax  Commission 
of  the  state.  Up  to  this  point  the  Commission  had  not  fully 
appreciated  the  use  to  which  these  findings  might  be  put  and 
used  for  assessment  purposes.  Realizing  that  under  the  statute 
its  findings  as  to  the  value  of  the  property  would  be  very  ma- 
terial and  evidentiary  in  determining  the  value  of  the  different 
roads  for  assessment  purposes,  the  Commission  delivered  to  the 
assessors  of  the  counties  in  which  there  are  large  terminal 
grounds  copies  of  the  tentative  findings  in  so  far  as  they  effected 
the  several  counties,  and  requested  their  co-operation  to  the 
end  that  property  which  was  owned  and  held  by  the  railroad 
companies  for  the  alleged  purpose  of  operating  property,  but 
which  was  not  being  used  at  the  time  and  which  the  evidence 
failed  to  show  was  necessary  for  the  use  of  the  company  in 
the  immediate  future  for  operating  property,  might  not  be 
included  as  operating  property,  but  that  the  same  should  be 
by  the  findings  held  to  be  non-operating  property  and  thus 
subject  to  local  assessment  in  the  several  counties.  This  has 
resulted  in  the  Commission  finding  that  property  owned  by  the 
Niorthern  Pacific  Railroad  Company  and  claimed  by  it  to  be 
held  for  future  operating  property  in  Tacoma  is  commercial 
property  aggregating  in  value  $5,000,000,  and  that  the  same 
company  owns  in  Seattle  property  found  to  be  commercial 
property  aggregating  in  value  $9,250,000,  and  in  Spokane 
approximately  $1,194,155,  while  the  Great  Northern  alone  in 
Seattle  owns  property  which  the  findings  treated  as  commercial 
exceeding  in   value   $9,000,000. 


12  RAILROAD   COMMISSION    OF    WASHINGTON 


The  railroads  treat  mail  and  express  in  their  accounts  as 
pertaining  to  passenger  business,  and  we  so  treated  both  the 
cost  of  service  and  the  revenue,  excepting  that  we  divided  the 
cost  and  revenue  between  state  and  interstate  on  the  revenue 
actually  received. 

After  producing  the  physical  and  market  value  of  the  rail- 
road property  within  the  state  the  Commission  was  next  con- 
fronted with  what  appeared  to  be  an  impossible  task,  viz.,  the 
segregation  or  division  of  this  value  according  to  its  use  in 
the  conduct  of  the  state  and  interstate  business  respectively.  As 
an  illustration,  the  Northern  Pacific  Railway  Company  carries 
in  ton  miles  over  its  lines  in  the  State  of  Washington  approxi- 
mately 70  per  cent,  thereof  interstate  business  and  approxi- 
mately 30  per  cent,  state  business.  It  is  aparent  that  the 
Northern  Pacific  Railway  Company  is  not  entitled  to  earn  on 
this  30  per  cent,  use  a  return  on  the  total  value  of  its  property. 
We  were  confronted  with  a  decision  of  the  Supreme  Court 
of  the  United  States  in  the  Nabraska  rate  case  with  the  state- 
ment that  in  considering  the  profits  the  road  might  be  making 
we  might  not  consider  any  profit  it  might  be  making  from  its 
interstate  business.  This  left  but  one  alternative,  and  that 
was  the  division  of  this  value  state  and  interstate  so  as  to  ascer- 
tain the  value  of  the  use  of  the  railroad  for  the  accommodation 
of  the  people  of  the  state.  This  division  has  never  been  at- 
tempted by  any  other  Railroad  Commission. 

The  Circuit  Court  of  the  United  States  for  the  District  of 
South  Dakota  attempted  to  make  such  a  division  for  the  pur- 
pose of  ascertaining  if  the  schedule  of  maximum  rates  prescribed 
by  the  Legislature  of  South  Dakota  left  the  Chicago,  Mil- 
waukee &  St.  Paul  Railway  Company  a  reasonable  return  on 
the  value  of  its  property  used  in  South  Dakota  for  the  benefit 
and  accommodation  of  the  people  of  that  state.  The  learned 
Circuit  Court  made  his  division  on  the  gross  receipts.  The 
Supreme  Court  of  the  United  States  reversed  this  decision, 
holding  that  it  was  necessary  to- first  ascertain  the  relative  pro- 
portion of  cost  of  operation  properly  chargeable  to  the  inter- 
state and  state  traffic  respectively,  thus  ascertaining  the  net 
returns  received. 

The  railroads  were  able  and  did  furnish  us  the  cost  of  operat- 
ing  the   different   operating   divisions.      By   employing   expert 


VALUE    OF    RAILROADS  IN  WASHINGTON  ^g 


accountants  we  ascertained  from  the  records  of  the  company 
the  movement  of  traffic  and  cars  over  the  division  outside  and 
within  the  state,  and  thus  ascertained  the  cost  properly  charge- 
able to  the  State  of  Washington.  These  experts  also  ascer- 
tained the  ton  miles  of  freight  moving  over  the  lines  within 
the  state,  the  passenger  miles,  freight  miles  and  engine  miles 
moved  over  these  different  divisions  and  over^  the  lines  within 
the  state,  the  tonnage  and  ton  miles,  passengers  and  passenger 
miles  of  state  and  interstate  business  respectively  moving  over 
the  lines  within  the  state,  and  the  average  distance  each  com- 
modity and  passenger  was  hauled,  and  from  the  consideration 
of  these  elements  had  expert  witnesses  testify  as  to  the  relative 
cost  of  carrying  the  business  of  the  state  and  the  interstate 
business  over  the  lines  within  the  state  respectively,  dividing 
these  different  elements  of  cost  among  all  the  classes  and  com- 
modities moving  within  the  state. 

The  Commission  also  took  evidence  showing  the  density  of 
traffic  along  the  different  lines,  the  density  of  population,  evi- 
dence tending  to  show  whether,  the  density  of  traffic  and  popu- 
lation was  likely  to  increase  or  diminish;  all  physical  charac- 
teristics of  the  road  were  ascertained  which  would  effect  the 
movement  of  traffic,  and  findings  were  made  upon  every  element 
which  the  Commission  believed  an  intending  purchaser  would 
consider.  These  findings  were  then  presented  to  expert  wit- 
nesses who  had  familiarized  themselves  with  the  movement  of 
traffic,  with  the  local  conditions  and  with  all  the  facts  that 
would  effect  the  traffic  and  the  conditions  which  would  enter 
into  the  making  of  rates  by  an  honest,  fair  railroad  man ;  the 
different  tariff  sheets  were  introduced  and  filed;  the  gross  re- 
ceipts arising  from  both  state  and  interstate  shipments,  and 
other  facts  connected  with  the  movement  of  traffic  were  pre- 
sented in  tabulated  form,  and  these  experts  made  comparisons 
of  the  rates  and  cost  of  service  on  the  same  commodities  and 
on  different  commodities,  state  and  interstate,  and  from  a  con- 
sideration of  all  these  facts  the  Commission  based  its  division 
of  values  as  shown  in  the  findings. 


BEFORE  THE  lUIH  COMMISSION  OF  WASIGTQN, 


In  the  Matter  of  Ascertaining  the  Values  of  the 
Railroads  in  the  State  of  Washington. 

THE  RAILROAD  COMMISSION  OF  WASHINGTON,  ] 

Complainant. 


The  Northern  Pacific  Railway  Company,  a  corpora- 
tion ; 

The  Great  Northern  Railway  Company,  a  corpora- 
tion; 

The  Oregon  Railroad  &  Navigation  Company,  a  cor- 
poration ; 

The  Washington  &  Columbia  River  Railway  Com- 
pany,  a   corporation; 

The  Port  Townsend  Southern  Railroad  Company, 
a  corporation; 

The  Columbia  River  &  Northern  Railway  Company, 
•    a  corporation; 

The  Columbia  &  Red  Mountain  Railway  Company, 
a  corporation;  i 

The    Washington   &   Great    Northern    Railway   Com-    . 
pany,  a  corporation;  | 

The  Spokane   Falls  &   Northern    Railway   Company,    j 
a  corporation;  i 

The   Washington,    Idaho   &    Montana    Railway   Com-    | 
pany,  a  corporation;  V 

The  Columbia  &  Puget  Sound  Railroad  Company, 
a  corporation; 

The  North  Yakima  &  Valley  Railway  Company, 
a  corporation. 

The  Beliingham  Bay  &  British  Columbia  Railroad 
Company,  a  corporation; 

The  Tacoma  Eastern  Railroad  Company,  a  corpor- 
ation, j 

The  llwaco   Railway  &  Navigation  Company,  a  cor-    j 

poration. 
The   Seattle   &    Montana    Railway   Company,   a    cor 

poration; 

The  St.  Paul,  Minneapolis  &  Manitoba  Railway  Com- 
pany, a  corporation; 

The  Washington  Central  Railway  Company,  a  cor- 
poration; 

The  Columbia  &  Palouse  Railroad  Company,  a  cor- 
poration. 

The  Walla  Walla  &  Columbia  River  Railroad  Com- 
pany, a  corporation;  and 

The  Snake  River  Valley  Railroad  Company,  a  cor- 
poration, i 

Defendants.         J 


FINDINGS 
OF  FACT. 


I  RAILROAD   COMMISSION    OF    WASHINGTON 

THIS  CAUSE  coming  on  regularly  to  be  heard  before  the  RAIL- 
ROAD COMMISSION  OF  WASHINGTON,  after  notice  duly  given 
to  the  defendants  above  named  and  each  of  them,  upon  the  complaint 
filed  herein,  for  the  purpose  of  ascertaining  the  facts  provided  for 
in  section  5,  chapter  226  of  the  session  laws  of  Washington  for  the 
year  1907;  to-wit:  The  facts  bearing  upon  the  cost  and  value  of 
the  railroad  property  of  the  representative  railroads  in  the  state, 
as  more  fully  appears  by  said  complaint;  the  Commission  appearing 
by  all  the  Commissioners  and  by  A.  J.  Falkhdr,  Assistant  Attorney 
General,  as  counsel  for  the  Commission;  the  Northern  Pacific  Rail- 
way Company  appearing  by  B.  S.  Grosscup,  its  attorney;  the  Great 
Northern  Railway  Company  appearing  by  M.  J.  Gordon,  its  attorney; 
the  Oregon  Railroad  &  Navigation  Company  appearing  by  A.  C. 
Spencer,  its  attorney;  the  Tacoma  Eastern  Railway  Company  ap- 
pearing by  E.  M.  Hayden,  its  attorney;  the  Bellingham  Bay  &  British 
Columbia  Railroad  Company  appearing  by  C.  W.  Howard,  its  attorney; 
the  Spokane  Falls  &  Northern  Railway  Company  appearing  by 
M.  J.  Gordon,  its  attorney;  the  Port  Townsend  Southern  Railroad 
Company  appearing  by  B.  S.  Grosscup,  its  attorney;  the  Washington 
&  Columbia  River  Railway  Company  appearing  by  B.  S.  Grosscup, 
its  attorney;  the  Columbia  &  Northern  Railway  Company  appearing 
by  M.  J.  Gordon,  its  attorney;  the  Columbia  &  Red  Mountain  Railway 
Company  appearing  by  M.  J.  Gordon,  its  attorney;  the  Washington  & 
Great  Northern  Railway  Company  by  M.  J.  Gordon,  its  attorney;  the 
Washington,  Idaho  &  Montana  Railway  Company  appearing  by  M.  J. 
Gordon,  its  attorney;  the  Columbia  &  Puget  Sound  Railroad  Company 
appearing  by  W  .B.  Stratton,  its  attorney;  the  North  Yakima  &  Valley 
Railway  Company  appearing  by  Ira  P.  Englehart,  its  attorney;  the  II- 
waco  Railway  &  Navigation  Company  appearing  by  A.  C.  Spencer,  its 
attorney;  the  Seattle  &  Montana  Railway  Company  appearing  by  M.  J. 
Gordon,  its  attorney;  the  St.  Paul,  Minneapolis  &  Manitoba  Railway 
Company  appearing  by  M  .J.  Gordon,  its  attorney;  the  Washington 
Central  Railway  Company  appearing  by  B,  S.  Grosscup,  its  attorney; 
the  Columbia  &  Palouse  Railway  Company  appearing  by  A.  C.  Spencer, 
its  attorney;  the  Walla  Walla  &  Columbia  River  Railroad  Company 
appearing  by  A.  C.  Spencer,  its  attorney;  the  Snake  River  Valley 
Railroad  Company  appearing  by  A.  C.  Spencer,  its  attorney;  all  parties 
having  announced  themselves  ready  for  trial,  the  evidence  having  been 
from  time  to  time  introduced  on  behalf  of  the  complainant,  the 
Railroad  Commission  of  Washington;  and  evidence  having  been 
introduced  by  and  on  behalf  of  each  of  the  respective  railroads  as 
to  the  cost  of  construction,  reproduction  and  present  value,  volume 
of  traffic  passing  over  the  line,  and  the  cause  having  been  duly  argued 
and  submitted  to  the  Commission  concerning  the  cost  of  construction, 
reproduction  and  present  value,  and  it  being  expressely  stipulated  by 
and  between  the  respective  parties  hereto  that  the  Commission  should 
make  and  render  its  findings  of  fact  upon  the  cost  of  construction. 


k 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  17 

the  cost  of  reproduction  and  the  physical  values  of  the  properties 
of  said  railroad  companies,  and  each  of  them,  before  attempting  to 
divide  the  value  of  the  use  to  which  the  respective  properties  were 
severally  put  in  the  conduct  of  intrastate  and  interstate  business 
respectively,  and  it  being  expressely  stipulated  by  and  between  the 
parties  hereto,  that  the  cause  is  continued  for  the  taking  of  further 
testimony  as  to  the  value  of  the  use  to  which  said  several  properties 
are  put  in  the  conduct  of  intrastate  and  interstate  business,  respec- 
tively, and  the  Commission  being  fully  advised  in  the  premises  does 
now  make  and  render  upon  the  questions  so  submitted,  the  following 
findings  of  fact: 

FINDINGS   OF   FACT  APPLICABLE  TO  THE    NORTHERN    PACIFIC 
RAILWAY  COMPANY. 

Finding  No.  1. 

That  the  Northern  Pacific  Railway  Company  is  a  corporation  duly 
organized  and  existing  under  and  by  virtue  of  the  laws  of  the  state 
of  Wisconsin,  and  has  complied  with  the  laws  of  the  state  of  Washing- 
ton concerning  foreign  corporations;  and  as  such  corporation  is  the 
owner  of  lines  of  railroad  within  the  state  of  Washington,  and  is 
engaged  as  a  common  carrier  in  the  carriage  of  freight  and  passengers 
for  hire  ,over  such  lines  within  the  state. 

No.  2. 

That  the  Northern  Pacific  Railroad  Company  owned  and  operated 
the  lines  above  mentioned  in  the  state  of  Washington,  together  with 
other  lines  owned  and  operated  by  the  said  Northern  Pacific  Railroad 
Company  in  other  states,  extending  from  Duluth,  Minnesota,  to  the 
state  of  Washington,  including  thirty-one  million  acres  of  land,  which 
was  purchased  at  a  mortgage  foreclosure  sale  by  the  Northern  Pa- 
cific Railway  Company  on  the  15th  day  of  October,  1906,  for  the  sum 
of  $^o5,000,000.00.  That  an  action  had  been  duly  commenced  to  fore- 
close a  mortgage  upon  said  property  of  the  Northern  Pacific  Railroad 
Company  and  a  reorganization  agreement  was  arrived  at  prior  to 
such  sale  by  the  plaintiff,  mortgagee,  and  representatives  of  said 
railroad  and  the  holders  of  a  large  portion  of  the  stock  and  bonds  of 
the  said  railroad  company,  by  which  reorganization  agreement  a  new 
company  was  to  be  formed  and  organized  which  should  bid  in  said 
property  at  a  foreclosure  sale  and  the  owners  and  holders  of  the  stock 
and  bonds  of  the  said  Northern  Pacific  Railroad  Company  were  to  be 
protected  by  receiving  stocks  and  bonds  in  such  new  corporation  in 
exchange  for  the  stocks  and  bonds  of  said  railroad  company  held 
and  owned  by  them,  which  said  agreement  was  carried  out,  the  North- 
ern Pacific  Railway  Company  being  organized  and  becoming  the 
purchaser  of  said  railroad  property  at  the  foreclosure  sale  as  afore- 
said, a  copy  of  said  agreement  being  hereunto  annexed,  marked  "Ex- 
hibit A,"  and  made  a  part  of  these  findings. 

2— A 


;|^g  RAILROAD   COMMISSION    OF    WASHINGTON 

No.  3. 
That  the  main  line  of  the  Northern  Pacific  Railroad  Company 
as  originally  constructed  in  the  state  of  Washington,  consisted  of  a 
line  extending  from  the  Washington  and  Idaho  boundary,  from  a  point 
near  Newman  Lake,  westerly  and  southerly  to  Wallula  Junction,  from 
Pasco  westerly  and  northwesterly  to  Tacoma,  and  the  Twenty-third 
street  line  in  Tacoma  1.95  miles.  Numerous  branch  lines  were  pur- 
chased and  constructed  by  said  Northern  Pacific  Railroad  Company 
and  by  the  Northern  Pacific  Railway  Company,  and  the  main  line  of 
the  Northern  Pacific  Railway  Company  as  now  operated,  consists  of 
the  portion  above  mentioned,  less  that  portion  between  Palmer  Junc- 
tion and  Meeker,  together  with  a  line  extending  southerly  from  Ta- 
coma to  Kalama,  westerly  from  Palmer  Junction  to  Auburn,  southerly 
from  Palmer  Junction  to  Meeker,  and  northerly  from  Auburn  to 
Sumas,  and  Colorado  street  line  in  Seattle  2.77  miles,  a  total  distance 
of  687.68  miles.  The  branch  lines  of  said  railway  company  as  now 
operated  consist  of  the  Palouse  &  Lewiston  branch,  extending  from 
Marshal  Junction  southerly  to  the  Idaho  state  line,  a  distance  of  84.4 
miles;  the  Farmington  branch,  extending  from  Belmont  to  Farm- 
ington,  a  distance  of  5.88  miles;  the  Genesee  branch,  extending  from 
Pullman  Junction  southerly  to  the  Idaho  state  line,  a  distance  of  20.34 
miles;  the  Washington  &  Columbia  River  branch,  extending  from 
Hunt's  Junction  easterly  to  Dayton,  and  a  branch  from  Eureka  Junc- 
tion to  Pleasant  View,  a  branch  from  Mill  Creek  Junction  to  Tracey 
and  a  branch  southerly  from  Hunt's  Junction  to  the  Oregon  state 
line  south,  said  Washington  and  Columbia  River  branch  having  a 
total  mileage  of  123.90  miles;  the  Sunnyside  branch  extending  from 
Sunnyslde  Junction  to  Grand  View,  a  distance  of  of  25.15  miles;  the 
Roslyn  branch,  extending  from  Clealum  to  Roslyn,  a  distance  of  5.40 
miles;  the  Buckley  line,  extending  from  Palmer  Junction  to  Meeker, 
a  distance  of  33.57  miles;  the  Green  River  branch,  extending  from 
Kanaskat  to  "End  of  Track,"  a  distance  of  14.79  miles;  the  Burnett 
branch  extending  from  Cascade  Junction  to  Pittsburg,  a  distance  of 
3.53  miles;  the  Wilkeson  branch,  extending  from  Cascade  Junction 
to  Wilkeson  and  Fairfax,  a  distance  of  16.62  miles;  the  Crocker 
branch,  extending  from  Crocker  to  Windgate,  a  distance  of  5.44  miles; 
the  Orting  branch,  extending  from  Orting  to  Puyallup,  a  distance  of 
7.60  miles;  the  Snoqualmie  branch,  extending  from  Snoqualmie  to 
Sallal,  a  distance  of  39.19  miles;  the  Everett  branch,  extending  from 
Snohomish  to  Everett,  a  distance  of  11.41  miles;  the  Tacoma  Tide 
Flat  branch,  1.06  miles;  the  Darrington  branch,  extending  from  Arl- 
ington to  Darrington,  a  distance- of  28.08  miles;  the  Monte  Cristo 
branch,  extending  from  Hartford  to  Monte  Cristo,  a  distance  of  42.12 
miles;  the  Bellingham  branch,  extending  from  Wickersham  to  Belling- 
ham,  a  distance  of  22.74  miles;  the  Seattle  Belt  Line  branch,  extending 
from  Woodinville  to  Black  River  Junction,  a  distance  of  24.04  miles; 
the  Olympia  branch,  extending  from  Lake  View  to  Centralia,  a  dis- 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  ig 

tance  of  56.43  miles;  the  Grays  Harbor  branch;  extending  from  Gate 
to  Ocosta,  a  distance  of  53.04  miles;  the  Elma  branch,  extending  from 
Elma  to  Simpson,  a  distance  of  9,99  miles;  the  Peninsular  branch, 
extending  from  Aberdeen  Junction  to  Moclips,  a  distance  of  34.68 
miles;  the  Cosmopolis  branch,  extending  from  Cosmopolis  Junction 
to  Cosmopolis,  a  distance  of  1.81  miles;  the  South  Bend  branch,  ex- 
tending from  Chehalis  to  South  Bend,  a  distance  of  56.68  miles; 
the  Vancouver  branch,  extending  from  Kalama  to  Vancouver,  a  dis- 
tance of  29.81  miles;  the  Yacolt  branch,  extending  from  Vancouver 
to  Yacolt,  a  distance  of  27.30  miles;  and  the  Spokane  &  Seattle  Rail- 
way branch,  extending  from  Davenport  to  Denny's,  a  distance  of 
20  miles. 

That  in  addition  to  the  branch  lines  above  described,  the  North- 
ern Pacific  Railway  Company  operates  under  a  lease  as  hereinafter 
more  fully  set  out,  as  part  of  its  system,  the  line  known  as  the 
Washington  Central  branch,  extending  from  Cheney  to  Adrian,  a 
distance  of  130.63  miles,  and  also  operates  under  a  lease,  as  herein- 
after particularly  described,  the  two  branches  known  as  the  Port 
Townsend  Southern,  extending  from  Tenino  to  Olympia,  a  distance 
of  15  miles,  and  from  Port  Townsend  to  Quilcene,  a  distance  of  26.20 
miles;  making  a  total  branch  line  owned  and  operated  by  the  North- 
ern Pacific  Railway  Company  of  673.95  miles;  spurs  from  main  line 
aggregating  69.27  miles,  and  branch  line  spurs  aggregating  27.89 
miles,  making  a  total  mileage,  including  branches  and  spurs,  of  811.11 
miles,  and  mileage  operated  under  lease  of  130.63  miles. 

No.  4. 

That  that  portion  of  the  main  line  of  the  Northern  Pacific  Railway 
Company  extending  from  the  Washington-Idaho  boundary  near  New- 
man Lake  to  Ainsworth,  Washington,  was  constructed  by  the  North- 
ern Pacific  Railroad  Company,  between  the  years  1879  and  1882,  and 
was  a  portion  of  the  Pend  d'Oreille  Division  extending  from  Ains- 
worth easterly  through  Washington  to  Sandpoint,  Idaho,  a  distance 
of  225  miles,  167.5  miles  of  which  are  in  the  state  of  Washington;  the 
total  cost,  in  cash,  of  such  division  to  the  time  the  same  was  turned 
over  to  the  operating  department,  was  the  sum  of  $5,419,994.78. 

That  there  is  charged  to  such  division,  in  addition  to  the  sum  last 
above  mentioned,  the  sum  of  $1,839,400  as  discount  on  bonds,  making 
a  total  charge  to  such  division,  as  shown  by  the  accounting  records, 
of  $7,259,394.78,  and  that  the  cost  of  that  portion  o  fthe  Pend  d'Oreille 
Division  in  Washington,  exclusive  of  betterments  and  improvements, 
was  the  sum  of  $5,406,102.67. 

That  that  portion  of  the  main  line  extending  from  Ainsworth  to 
Wallula,  a  distance  of  12  miles,  known  as  the  Columbia  River  division, 
was  built  by  the  Northern  Pacific  Railroad  Company,  and  cost  cash, 
exclusive  of  sums  spent  after  the  same  was  turned  over  to  the  operat- 
ing department,  and  charged  to  betterments  and  improvements,  the 
sum  of  $231,112.97. 


20  RAILROAD    COMMISSION    OF    WASHINGTON 

That  the  bridge  across  the  river  at  Ainsworth  was  constructed 
by  the  Northern  Pacific  Railroad  Company  and  cost  $1,090,218.31. 

That  after  the  lines,  in  this  paragraph  mentioned,  were  turned 
over  to  the  operating  department  of  the  Northern  Pacific  Railroad 
Company  and  down  to  the  first  day  of  September,  1896,  there  was 
expended  on  such  division,  that  is  to  say  that  portion  of  the  line 
from  the  Idaho  boundary  to  Wallula,  for  betterments  and  improve- 
ments, the  sum  of  $449,893.41,  making  a  total  cost  to  the  Northern 
Pacific  Railroad  Company,  including  discount,  down  to  the  first  day 
of  September,  1896,  of  the  sum  of  $7,177,327.36. 

That  since  said  last  mentioned  date,  to-wit,  September  1st,  1896, 
the  betterments  and  improvements  on  the  division  herein  described, 
have  been  charged  upon  the  boks  of  the  Railway  Company  to  the 
Idaho  division,  said  Idaho  division  in  Washington  extending  from  the 
boundary  line  between  Idaho  and  Washington  to  Ellensburg,  and  has 
not  been  otherwise  apportioned,  the  amount  expended  on  such  oper- 
ating division  in  betterments  and  improvements  is  hereinafter  set  out. 

No.   5. 

That  that  portion  of  the  line  of  the  Northern  Pacific  Railway  com- 
pany extending  westerly  from  Pasco  to  Tacoma  and  northerly  from 
Meeker  to  Stuck  Junction,  was  constructed  between  the  years  1881 
and  1887. 

That  that  portion  between  Tacoma  and  Wilkeson  was  constructed 
between  1881  and  1883.  The  construction  work  on  the  balance  of  said 
line  being  principally  performed  between  the  years  1885  and  1887, 
said  portion  being  known  at  the  time  as  the  Cascade  division. 

That  the  total  cost  of  said  division,  exclusive  of  improvements, 
charged  to  betterments  and  improvements  was  the  sum  of  $9,836,- 
329.16,  and  in  addition  thereto  the  bridge  at  Kennewick  crossing  the 
Columbia  River,  cost  the  sum  of  $477,935.22. 

That  since  turning  said  division  over  to  the  operating  department 
and  up  to  the  first  day  of  September,  1896,  there  was  expended  in  bet- 
terments and  improvements  and  charged  to  betterments  and  improve- 
ments, the  sum  of  $311,034.36,  making  a  total  cost,  including  said 
bridge,  down  to  the  first  day  of  September,  1896,  of  $10,625,298.74. 
Since  said  first  day  of  September,  1896,  betterments  and  improvements 
on  such  division  have  been  charged,  that  portion  between  Pasco  and 
Ellensburg  to  the  Idaho  division,  as  above  described,  and  that  portion 
between  Ellensburg  and  Tacoma  to  the  Pacific  division  hereinafter 
referred  to,  and  such  betterments  and  improvements  have  not  been  by 
said  railway  company  otherwise  Apportioned.  The  amount  expended 
on  such  divisions  in  betterments  and  improvements  is  hereinafter  set 
out. 

No.  6. 

That  that  portion  of  the  main  line  of  the  Northern  Pacific  Railway 
Company  .extending  from  Palmer  Junction  westerly  to  Auburn,  a  dis- 
tance of  21.76  miles,  was  constructed  by  the  Northern  Pacific  Railway 


FINDINGS   APPLICABLE   TO    N.  P.  RY.  CO. 


21 


Company  between  the  years  1899  and  1903.  That  the  total  cost  of 
said  line,  excluding  the  betterments  and  improvements  thereon,  was 
the  sum  of  $824,833.42. 

That  since  turning  the  said  line  over  to  the  operating  department 
the  betterments  and  improvements  from  such  line  have  been  charged 
to  the  Pacific  division  herein  before  referred  to.  The  amount  expended 
on  such  division  on  betterments  and  improvements  is  hereinafter 
set  out  . 

No.  7. 

That  that  portion  of  the  main  line  extending  from  Tacoma  to 
Kalama  was  constructed  prior  to  September  29th,  1875,  by  the  North- 
ern Pacific  Railroad  Company,  and  has  cost,  including  a  charge  for 
interest  and  discount  amounting  to  the  sum  of  $186,823.17,  and  ex- 
cluding all  sums  expended  for  improvements  and  betterments,  charged 
to  betterments  and  improvements,  the  sum  of  $5,346,367.69. 

That  between  the  dates  when  said  division  between  Tacoma  and 
Kalama  was  turned  over  to  the  operating  department,  in  1875,  and  the 
16th  day  of  September,  1896,  there  was  expended  thereon,  charged  to 
improvements  and  betterments,  the  sum  of  $1,017,816.95.  That  since, 
September,  1896,  the  expenses  for  betterments  and  improvement  on 
said  portion  of  the  line,  have  been  by  said  compa,ny  charged  to  the 
"Pacific  Division,"  which  included  all  the  line  of  the  Northern  Pacific 
Railway  Company  west  of  Ellensburg  and  south  of  Argo,  and  has  not 
been  otherwise  apportioned,  the  amount  expended  on  such  Pacific 
division  in  betterments  and  improvements  is  hereinafter  set  out. 

•      No.   8. 

That  that  portion  of  the  line  of  the  Northern  Pacific  Railway  Com- 
pany extending  from  Meeker  northerly  to  Stuck  Junction  was  con- 
structed by  the  Northern  Pacific  and  Puget  Sound  Shore  Railroad 
Company  about  the  year  1884,  and  cost  such  Northern  Pacific  and 
Puget  Sound  Shore  Railroad  Company  the  sum  of  $258,119.90,  exclu- 
sive of  betterments  and  improvements  placed  thereon,  the  cost  of 
such  line,  however,  is  included  in  the  original  cost  of  the  line  from 
Pasco  to  Tacoma,  and  Meeker  to  Stuck  Junction  hereinbefore  set  out. 

That  said  portion  of  the  main  line  of  the  Northern  Pacific  Railroad 
Company  extending  from  Stuck  Junction  to  Seattle  was  constructed 
by  the  Puget  Sound  Shore  Railroad  Company  at  a  cost  of  $692,906.15, 
exclusive  of  betterments  and  improvements  placed  thereon  subse- 
quent to  March  31st,  1884. 

That  between  the  31st  day  of  March,  1884,  and  September  16th, 
1896,  there  was  expended  for  betterments  and  improvements  on  the 
?aid  line  between  Meeker  and  Seattle,  the  sum  of  $162,217.15. 

That  subsequent  to  1900  a  new  line  was  constructed  between  Seat- 
tle and  Argo,  at  a  cost  of  $248,573.74,  and  a  double  track  laid  from 
Auburn  to  Seattle  at  a  cost  of  $290,352.90. 

That   improvements   and   betterments  placed   on   said  track   from 


RAILROAD   COMMISSION    OF   WASHINGTON 


Meeker  to  Argo,  subsequent  to  September  16th,  1896,  have  been 
charged  to  the  said  Pacific  division  and  improvements  and  better- 
ments on  that  portion  between  Argo  and  Seattle  have  been,  since 
said  last  mentioned  date,  charged  to  the  Seattle  division,  which  are 
hereinafter  set  out. 

No.  9. 

That  that  portion  of  the  main  line  extending  from  Seattle  to 
Sumas  was  constructed  by  the  Seattle  Lake  Shore  and  Eastern  Rail- 
way Company  between  the  years  1888  and  1891,  and  said  last  named 
company  under  the  name  of  the  Spokane  and  Seattle,  also  constructed 
the  line  of  road  from  Spokane  to  Davenport  and  constructed  what  is 
known  as  the  Snoqualmie  branch,  extending  from  Woodinville  Junc- 
tion to  North  Bend.  That  said  Seattle  Lake  Shore  and  Eastern 
Railway  Company  was  organized  with  a  capital  stock  of  $4,150,000 
par  value.  That  it  issued  its  mortgage  bonds  on  the  lines  herein 
described  in  the  sum  of  $5,675,000.00. 

That  the  Northern  Pacific  Railroad  Company  became  the  purchaser 
of  $3,162,650  par  value  of  the  said  capital  stock,  paying  therefor,  as 
shown  by  their  accounting  records,  $1,742,003.71,  and  said  Northern 
Pacific  Railroad  Company  became  the  purchaser  of  $5,670,000  of  said 
mortgage  bond  issue,  paying  therefor  the  sum  of  $4,433,713.21.  That 
thereafter  the  Seattle  Lake  Shore  and  Eastern  Railway  Company  de- 
faulted in  the  payment  of  interest  and  a  receiver  was  appointed  and 
the  company  was  reorganized,  the  Northern  Pacific  Railroad  Com- 
pany guaranteeing  the  payment  of  interest  on  the  bonds  at  the  rate 
of  4  per  cent,  per  annum  and  the  Northern  Pacific  Railroad  Company 
became  the  purchaser  at  the  foreclosure  sale  of  the  property  of  the 
Seattle  Lake  Shore  &  Eastern  Railwa>  Company,  subject  to  the  pay- 
ment of  the  interest  on  the  bonds  as  aforesaid.  That  said  $5,670,000 
worth  of  bonds,  and  said  $3,162,650  par  value  of  stock  is  now  held  by 
the  Northern  Pacific  Railway  Company  as  a  muniment  of  title,  the 
title  of  the  Northern  Pacific  Railway  Company  to  said  property  being 
subject  to  $5,000  worth  of  bonds  outstanding,  bearing  interest  at  4 
per  cent,  per  annum. 

No.  10. 

That  that  portion  of  the  branch  line  of  the  Northern  Pacific  Rail- 
way Company,  known  as  the  Lake  Washington  belt  line,  extending 
from  Woodinville  Junction  to  Black  River  Junction,  was  originally 
constructed  by  the  Northern  Pacific  &  Puget  Sound  Shore  Railroad 
Company,  about  the  year  1891,  but  owing  to  engineering  difficulties 
being  encountered,  a  continuous  line  was  not  constructed. 

That  said  Northern  Pacific  &  Puget  Sound  Shore  Railroad  Com- 
pany expended  thereon  the  sum  of  $590,760.96. 

That  subsequently  said  road  was  practically  abandoned,  the  rails 
being  removed,  and  said  Northern  Pacific  &  Puget  Sound  Railway 
Company  allowed  salvage  from  rails,  etc.,  amounting  to  $45,833.15, 
leaving  a  balance  of  $544,927.81  original  cost.    That  subsequent  to  the 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO. 


year  1901,  the  Northern  Pacific  Railway  Company  constructed  a  line 
between  Kirkland  Junction  and  Black  River  Junction  at  a  cost,  exclu- 
sive of  betterments  and  improvements  charged  to  the  Seattle  division, 
of  $576,878.21.  That  said  Northern  Pacific  &  Puget  Sound  Shore  Rail- 
road Company  was  a  subsidiary  corporation  of  the  Northern  Pacific 
Railroad  Company. 

No.  11. 

That  that  portion  of  the  branch  line  of  the  Northern  Pacific  Rail- 
way Company  known  as  the  Palouse  &  Lewiston  branch,  extending 
southerly  from  Marshall  Junction  to  the  Idaho  line,  consisting  of 
110.26  miles,  was  constructed  by  the  Spokane  &  Palouse  Railroad  Com- 
pany, a  subsidiary  corporation  to  the  Northern  Pacific  Rail- 
road Company.  The  said  Spokane  &  Palouse  Railroad  Com- 
pany was  organized  with  a  capital  stock  of  $1,000,000.00,  par  value. 
It  constructed  said  line  from  moneys  loaned  or  advanced  to  it  by  the 
Northern  Pacific  Railroad  Company,  at  a  total  cost,  up  to  the  time 
the  construction  account  was  closed,  and  the  line  turned  over  to  the 
Northern  Pacific  Railroad  Company,  of  $1,729,116.77,  and  the  same 
cost  the  Northern  Pacific  Railroad  Company,  as  shown  by  its  ac- 
counting records,  down  to  the  16th  day  of  September,  1896,  the  sum 
of  $2,062,416.68.  That  betterments  and  improvements  on  said  division 
subsequent  to  the  16th  day  of  September,  1896,  have  been  charged  to 
the  Idaho  division  and  are  not  otherwise  apportioned  and  are  herein- 
after referred  to.  That  as  before  stated  the  line  herein  mentioned 
was  constructed  by  the  Spokane  &  Palouse  Railroad  Company  with 
moneys  advanced  or  loaned  to  it  by  the  Northern  Pacific  Railroad 
Company;  that  in  the  latter  part  of  the  year  1887,  the  Spokane  & 
Palouse  Railroad  Company  issued  its  first  mortgage  bonds  in  the 
sum  of  $1,766,000.00  and  delivered  the  same  to  the  Northern  Pacific 
Railroad  Company  between  such  date  and  June  30,  1888.  That  the 
Northern  Pacific  Railroad  Company  disposed  of  such  bonds  to  the 
public,  such  bonds  bringing  a  premium  in  excess  of  $500.00.  That 
upon  the  reorganization  and  acquisition  of  the  Northern  Pacific  Rail- 
road Company  by  the  Northern  Pacific  Railway  Company  in  1896,  said 
bond  issue  was  surrendered  by  the  holders  thereof  to  the  Northern 
Pacific  Railway  Company  and  new  bonds  of  the  reorganized  company 
issued  to  such  holders  in  accordance  with  the  terms  of  said  agree- 
ment. 

No.  12. 

That  that  portion  of  the  branch  line  operated  by  the  Northern  Pa- 
cific Railway  Company,  extending  from  Cheney  to  Coulee  City,  a  dis- 
tance of  108  miles,  was  built  by  the  Central  Washington  Railroad 
Company,  a  subsidiary  corporation  of  the  Northern  Pacific  Railroad 
Company,  between  the  years  1890  and  1893,  at  a  cost  of  $1,958,195.06. 

That  the  Northern  Pacific  Railroad  Company  advanced  to  the 
Central  Washington  Railroad  Company  moneys  with  which  to  con- 
struct said  road. 


RAILROAD   COMMISSION    OF   WASHINGTON 


That  the  Central  Washington  Railroad  Company  issued  its  bonds 
in  the  sum  of  $2,150,000,  and  delivered  the  same  to  the  Northern  Pa- 
cific Railroad  Company,  and  the  Northern  Pacific  Railroad  Company 
disposed  of  $1,750,000  of  said  bond  to  the  public,  realizing  92.5  per 
cent,  on  the  face  value  thereof,  retaining  in  its  treasury  $400,000 
worth  of  such  bonds.  That  in  addition  to  the  sum  of  $1,958,195.06, 
it  has  spent  for  improvements  $4,073.63,  making  a  total  cost  as  shown 
by  the  accounting  records  to  the  year  1896  of  $1,902,268.69.  That  such 
portion  of  the  branch  line  extending  from  Coulee  Junction  to  Adrian 
was  constructed  by  the  Northern  Pacific  Railway  Company  about  the 
year  1901  to  1903,  at  a  cost  of  $512,653.94. 

That  the  betterments  and  improvements  placed  on  that  portion 
of  the  line  from  Cheney  to  Coulee  City  since  1896  and  the  betterments 
and  improvements  on  the  remainder  of  the  said  line  since  the  same 
was  turned  over  to  the  operating  department,  have  been  charged  to 
the  Idaho  division,  and  have  not  been  otherwise  apportioned,  and 
said  expenditure  is  hereinafter  set  out. 

No,  13. 

That  that  portion  of  the  branch  line  of  the  Northern  Pacific  Rail- 
way Company,  extending  from  Sunnyside  Junction  to  Grandview, 
was  constructed  by  the  Northern  Pacific  Railway  Company  about  the 
year  1903,  and  the  same  cost,  from  Sunnyside  Junction  to  Sunnyside, 
the  sum  of  $182,539.57,  and  that  portion  of  the  line  from  Sunnyside 
to  Grandview  has  been  charged  to  betterments  and  improvements  on 
the  Idaho  division  ,which  betterments  and  improvements  are  herein- 
after set  out. 

No.  14. 

That  that  portion  of  the  branch  line  of  the  Northern  Pacific  Rail- 
way Company  extending  from  CleElum  to  Ronald  and  known  as  the 
Rosslyn  branch,  being  5.41  miles  in  length,  was  constructed  by  the 
Cle  Elum  Railroad  Company,  about  the  year  1890,  at  a  cost  to  the 
Cle  Elum  Railroad  Company  of  $216,719.42,  exclusive  of  betterments 
and  improvements,  charged  to  betterments  and  improvements,  between 
the  time  when  the  same  was  turned  over  to  the  operating  department, 
and  the  date  of  the  re-organization  of  the  Northern  Pacific  Railway 
Company  in  1896,  which  improvments  and  betterments  amounted  to 
the  sum  of  $17,657.41,  making  a  total  cost  down  to  September,  1896, 
of  the  sum  of  $234,376.83,  and  that  all  improvements  and  betterments 
since  that  date  have  been  charged  to  the  Pacific  division,  which  bet- 
terments and  improvements  are  hereinafter  set  out. 

That  the  Cle  Elum  Railroad  Company  is  a  subsidiary  corporation 
of  the  Northern  Pacific  Railroad  Company,  having  a  capital  stock  of 
$300,000,  and  having  issued  its  bonds,  which  were  turned  over  to  the 
Northern  Pacific  Railroad  Company  in  the  sum  of  $68,000. 

That  on  the  1st  day  of  May,  1886,  and  prior  to  the  construction  of 
said  road  the   Northern   Pacific   Railroad  Company   secured   a   lease 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  ^5 


for  said  road  for  the  term  of  999  years,  and  upon  the  reorganization 
of  said  Company  in  September,  1896,  the  Northern  Pacifi  Railway 
Company  became  the  owner  of  said  property  in  the  reorganization. 

No.  15. 
That  that  portion  of  the  branch  line  of  the  Northern  Pacific  Rail- 
way Company  extending  from  Kanaskat  to  "End  of  Track,"  consist- 
ing of  14.79  miles,  was  constructed  by  the  Green  River  &  Northern 
Railroad  Company,  between  the  years  1888  and  1890.  That  said 
Green  River  &  Northern  Railroad  Company  was  a  subsidiary  corpora- 
tion of  the  Northern  Pacific  Railroad  Company,  having  a  capital  stock 
of  $424,000.00,  cash  value.  That  said  railroad  cost  the  Green  River  & 
Northern  Railroad  Company  and  the  Northern  Pacific  Railroad  Com- 
pany down  to  September,  1896,  including  betterments  and  improvements 
the  sum  of  $424,284.09,  and  on  or  about  the  year  1901  the  Northern  Pa- 
cific Railway  Company  built  an  addition  to  the  said  line  at  an  expen- 
diture of  $85,146.64.  That  betterments  and  improvements  placed  upon 
said  property  since  1896,  other  than  the  amount  expended  for  such 
extension,  have  been  charged  to  the  Pacific  division,  and  are  not 
otherwise  apportioned,  which  betterments  and  improvements  on  said 
Pacific  division  are  hereinafter  set  out.  That  the  said  road  was  built 
with  moneys  advanced  to  the  Green  River  &  Northern  Railroad  Com- 
pany by  the  Northern  Pacific  Railroad  Company  and  upon  completion 
the  said  Green  River  &  Northern  Railroad  Company  issued  its  mort- 
gage bonds  on  said  road  for  the  sum  of  $375,000,00  and  delivered 
the  same  to  the  Northern  Pacific  Railroad  Company  and  the  same 
were  disposed  of  by  the  Northern  Pacific  Railroad  Company  to  the 
public.  That  upon  the  reorganization  of  the  said  company  in  1896, 
the  holders  of  said  bonds  surrendered  the  same  to  the  reorganized  com- 
pany and  accepted  in  lieu  thereof  the  bonds  of  the  reorganized  com- 
pany. The  capital  stock  of  the  said  Green  River  &  Northern  Railroad 
Company,  amounting  to  $424,000.00,  was  turned  over  to  the  Northern 
Pacific  Railway  Company  and  is  held  by  it  as  a  muniment  of  title. 

No.  16. 
That  those  portions  of  the  branch  line  of  the  Northern  Pacific 
Railway  Company,  extending  from  Burnett  to  Pittsburg,  a  distance 
of  3.53  miles,  and  that  portion  known  as  the  Wilkenson  branch,  ex- 
tending from  Cascade  Junction  to  Carbonado,  a  distance  of  7.51 
miles,  that  portion  of  said  line  last  mentioned  extending  to  Wilken- 
son, a  distance  of  1.98  miles;  that  portion  of  the  line  extending  from 
Carbonado  to  Fairfax,  a  distance  of  7.12  miles,  and  that  portion  of 
the  line  known  as  the  Crocker  branch,  extending  fromCrocker  to  Car- 
bonado, and  that  portion  of  the  line  known  as  the  Orting  branch,  ex- 
tending from  Orting  to  "End  of  Track,"  at  the  Puyallup  river,  a  dis- 
tance of  7.64  miles,  cost,  including  betterments  and  improvements, 
down  to  September,  1896,  the  sum  of  $750,000.00.  That  since  the  16th 
day  of  September,  1896,  betterments  and  improvements  on  said  line 


2g  RAILROAD   COMMISSION    OF    WASHINGTON 


have  been  charged  to  the  Pacific  division  and  which  betterments  and 
improvements  are  hereinafter  set  out. 

That  the  Northern  Pacific  &  Cascade  Railroad  Company  was  or- 
ganized with  a  capital  stock  of  $225,000.00,  and  was  a  subsidiary  cor- 
poration of  the  Northern  Pacific  Railroad  Company;  that  the  North- 
ern Pacific  Railroad  Company  advanced  the  money  to  build  said  lines; 
that  said  Northern  Pacific  &  Cascade  Railroad  Company  owned  the 
line  entending  from  Tacoma  to  Wilkeson  and  that  it  built  the  Burnett 
branch,  the  Crocker  branch,  the  Fairfax  branch,  the  branch  extending 
from  Orting  to  the  Puyallup  River  and  the  branch  extending  from 
Crocker  to  Doty;  that  it  issued  its  mortgage  bonds  in  the  sum  of 
$388,000.00,  and  turned  the  same  over  to  the  Northern  Pacific  Rail- 
road Company  and  the  Northern  Pacific  Railroad  Company  disposed 
of  said  bonds.  Thereafter  in  1889  the  Northern  Pacific  Railroad  Com- 
pany delivered  its  consolidated  bonds  to  the  amount  of  $208,000.00, 
and  in  1893  to  the  amount  of  $180,000.00,  to  the  holders  of  the  bonds 
of  the  Northern  Pacific  &  Cascade  Railroad  Company  and  received 
said  bonds  of  $388,000.00,  and  they  are  now  owned  by  the  Northern 
Pacific  Railroad  Company  and  held  by  the  trustee  as  a  muniment  of 
title.  Thereafter  and  upon  the  reorganization  of  the  said  Northern 
Pacific  Railway  Company  in  1896,  the  consolidated  mortgage  bonds 
were  surrendered  to  the  reorganized  company  and  the  reorganization 
company  issued  its  bonds  in  exchange  therefor.  All  bonds  surren- 
dered to  the  reorganized  company  as  in  this  finding  stated  and  for 
which  the  reorganized  company  delivered  in  exchange  therefor,  the 
bonds  of  the  reorganized  company  were  exchanged  as  follows:  for 
each  $1,000.00  worth  of  bonds  the  Northern  Pacific  Railway  Company 
delivered  $665.00  worth  of  the  Northern  Pacific  Railway  Company 
general  line  of  3  per  cent,  bonds  and  $625.00  of  preferred  stock  of  the 
Northern  Pacific  Railway  Company,  making  a  stock  and  bond  exchange 
of  $1,290.00  stock  and  bonds  for  each  $1,000.00  stock  and  bonds  so 
taken  up. 

No.  17. 

That  those  portions  of  the  branch  lines  known  as  the  Olympia 
branch,  extending  from  Lakeview  to  Black  River,  near  Gate,  the 
Gray's  Harbor  branch,  extending  from  Centralia  to  Ocosta,  the  Cos- 
mopolis  branch,  extending  from  Cosmopolis  Junction  to  Cosmopolis, 
the  South  Bend  branch,  extending  from  Chehalis  to  South  Bend,  con- 
sisting of  167.83  miles,  were  constructed  by  the  United  Railroads  of 
Washington,  a  subsidiary  corporation  to  the  Northern  Pacific  Railroad 
Company,  and  cost,  including  betterments  and  improvements  down  to 
the  month  of  September,  1896,  the  sum  of  $4,946,513.59.  That  since 
said  date  the  betterments  and  improvements  have  been  charged  to  the 
Pacific  division  and  are  not  otherwise  apportioned,  which  charge  is 
hereinafter  set  out. 

That  on  the  branch  lines  extending  from  Aberdeen  Junction  to 
Moclips,  that  portion  between  Aberdeen  Junction  and  Hoquiam  was 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  ^7 


built  by  the  Northern  Pacific  Railroad  Company  and  charged  to  bet- 
terments and  improvements  on  the  Pacific  division,  and  is  not  other- 
wise apportioned. 

That  that  portion  extending  from  Hoquiam  to  Moclips  was  built 
by  the  Northern  Pacific  Railway  Company  and  cost  the  Northern 
Pacific  Railway  Company,  up  to  the  time  the  same  was  turned  over  to 
the  operating  department,  the  sum  of  $762,187.22. 

That  that  portion  of  the  branch  line  extending  from  Blma  to  Simp- 
son was  purchased  by  the  Northern  Pacific  Railway  Company  after 
construction,  and  the  amount  expended  for  the  same  and  in  better- 
ments is  charged  to  betterments  and  improvements  on  the  Pacific 
division,  and  is  not  otherwise  apportioned,  but  is  hereinafter  set  out. 

That  the  United  Railroads  of  Washington  was  organized  with  a 
capital  stock  of  $4,961,000.00;  that  the  moneys  for  the  construction 
of  said  road  were  advanced  by  the  Northern  Pacific  Railroad  Company 
from  its  treasury  to  the  United  Railroads  of  Washington;  that  the 
United  Railroads  of  Washington  issued  its  mortgage  bonds  against 
the  said  property  for  the  sum  of  $5,298,000.00  and  delivered  the  same 
to  the  Northern  Pacific  Railroad  Company  and  the  Northern  Pacific 
Railroad  Company  disposed  of  said  bonds  to  the  public;  that  upon  the 
reorganization  in  1896,  the  bonds  of  the  United  Railroads  of  Washing- 
ton were  delivered  to  the  reorganized  company  and  the  bonds  and 
preferred  stock  of  the  reorganized  company  were  issued  and  delivered 
to  such  bond  holders  in  exchange  therefor,  on  the  basis  of  $665.00  of 
general  lien  3  per  cent,  bonds  and  $625.00  in  preferred  stock  for  each 
$1,000.00  worth  of  such  United  Railroads  of  Washington  bonds,  and 
the  capital  stock  of  said  United  Railroads  of  Washington,  and  such 
bonds  of  said  company  are  now  held  by  the  Northern  Pacific  Railroad 
Company  as  a  muniment  of  title. 

No.  18. 

That  those  portions  of  the  branch  line  of  the  Northern  Pacific 
Railway  Company  extending  from  Kalama  to  Vancouver;  from  Van- 
couver to  Yacolt,  was  constructed  by  the  Washington  &  Oregon  Rail- 
road Company  and  the  Portland  .Vancouver  &  Yakima  Railroad  Com- 
pany, which  companies  were  merged  and  were  afterwards  known  as 
the  Washington  Railway  &  Navigation  Company.  The  Washington 
Railway  &  Navigation  Company  being  a  subsidiary  corporation  of 
the  Northern  Pacific  Railroad  Company,  and  said  branch  lines  cost, 
down  to  the  time  the  same  were  turned  over  to  the  operating  depart- 
ment of  the  Northern  Pacific  Railway  Company,  according  to  the 
accounting  records  of  the  Northern  Pacific  Railway  Company,  the 
sum  of  $2,103,663.83. 

No.  19. 

That  that  portion  of  the  branch  lines  of  the  Northern  Pacific  Rail- 
way Company,  extending  from  Everett  to  Snohomish,  was  constructed 
by  the  Everett  &  Monte  Cristo  Railway  Company  and  was  sold  by 


j^g  RAILROAD    COMMISSION    OF    WASHINGTON 

the  said  company  in  the  year  1901,  to  the  Northern  Pacific  Railway 
Company  for  the  sum  of  $750,000,  and  that  portion  of  the  branch  line 
extending  from  Hartford  Junction  to  Monte  Cristo  was  purchased 
from  the  Everett  &  Monte  Cristo  Railway  Company  in  the  year  1903 
by  the  Northern  Pacific  Railway  Company  for  the  sum  of  $512,412.89. 
That  betterments  and  improvements  on  the  two  branches  last  herein- 
before described,  since  the  said  lines  were  purchasd  by  the  Northern 
Pacific  Railway  Company,  have  been  charged  to  the  Seattle  division, 
which  betterments  and  improvements  are  hereinafter  set  out. 

•  No.  20. 

That  that  portion  of  the  branch  line  extending  from  Arlington 
to  Darrington  was  constructed  by  the  Northern  Pacific  Railway  Com- 
pany about  the  year  1901,  and  cost,  down  to  the  time  the  same  was 
turned  over  to  the  operating  department,  the  sum  of  $546,684.93,  and 
that  betterments  and  improvements  on  said  line,  since  the  same  was 
turned  over  to  the  operating  department,  has  been  charged  to  the 
Seattle  division  and  not  otherwise  apportioned,  which  betterments 
and  improvements  are  hereinafter  set  out. 

No.  21. 
That  that  portion  of  the  branch  line  extending  from  Wickersham 
to  Bellingham  was  constructed  by  the  Bellingham  Bay  &  Eastern 
Railroad  Company  and  was  purchased  by  the  Northern  Pacific  Rail- 
way Company  in  the  year  1906,  and  cost  the  Northern  Pacific  Railway 
Company  the  sum  of  $632,400.11. 

No.  22. 

That  at  the  time  of  the  commencement  of  this  action  the  Washing- 
ton &  Columbia  River  Railway  Company  was  a  separate  corporation, 
the  capital  stock  being  owned  by  the  Northern  Pacific  Railway  Com- 
pany. That  since  said  time  the  said  line  has  been  taken  over  by  the 
Northern  Pacific  Railway  Company  and  the  same  is  now  owned  by 
it  and  operated  as  a  part  of  its  system. 

No.  23. 

That  the  branch  line  of  the  Northern  Pacific  Railway  Company 
known  as  the  Washington  &  Columbia  River  Railroad  Company,  con- 
sists of  a  line  extending  from  Hunt's  Junction  to  Eureka  Junction, 
and  Pleasant  View,  from  Eureka  Junction  through  Walla  Walla  to 
Dayton,  and  to  Tracy,  and  a  line  extending  southerly  from  Hunt's 
Junction  to  the  Washington-Oregon  Boundary,  and  from  Hunt's  Junc- 
tion to  Wallula,  consisting  of  123.91  miles. 

The  said  road  cost  the  Washington  &  Columbia  River  Railway 
Company,  exclusive  of  right-of-way  and  real  estate  and  any  allowance 
for  legal  and  general  expense,  end  discount  on  bonds,  and  exclusive 
of  equipment,  the  sum  of  $2,156,079.25. 

That  lae  accounting  records  of  the  Northern  Pacific  Railway  Com- 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  gg 


pany  show  said  line  to  have  cost,  down  to  July  1st,  1907,  the  sum  of 
$5,029,887.14,  including  equipment  and  real  estate. 

No.  24. 

That  that  portion  of  the  branch  line  operated  by  the  Northern 
Pacific  Railway  Company,  and  known  as  the  Port  Townsend  Southern 
Railway  Company,  was  constructed  by  and  is  still  owned  by  the  Port 
Townsend  Southern  Railway  Company,  said  Port  Townsend  Southern 
Railway  Company  is  a  subsidiary  corporation  of  the  Northern  Pacific 
Railway  Company,  and  the  capital  stock  of  said  Port  Townsend 
Southern  Railway  Company  being  owned  by  the  Northwestern  Im- 
provement Company,  a  subsidiary  corporation  of  the  Northern  Pacific 
Railway  Company, 

That  said  Port  Townsend  Southern  Railway  Company  is  in  two 
sections,  one  section  thereof  extending  from  Olympia  to  Tenino,  being 
15  miles  in  length,  and  the  other  section  extending  from  Port  Town- 
send  to  Quilcene,  and  being  26.2  miles  in  length. 

That  the  Commission  has  been  unable  to  find  any  accounting  re- 
cords showing  the  cost  of  construction  on  such  branch  line,  but  based 
upon  an  inspection  and  estimate  it  is  estimated  that  the  same  cost  the 
Port  Townsend  Southern  Railway  Company,  exclusive  of  its  equip- 
ment, the  sum  of  $642,774.37. 

No.  25. 

That  since  September,  1896,  the  said  main  and  branch  lines  herein 
before  set  out  have  been  improved  by  bank  widening,  bridge  filling, 
erection  of  structures  and  general  improvements  to  the  lines,  which 
improvements  as  hereinbefore  stated,  have  been  charged  to  the  dif- 
ferent operating  divisions  along  said  line. 

That  the  improvements  and  betterments  so  charged  on  the  Idaho 
division  in  the  state  of  Washington,amount  to  the  sum  of  $1,771,325.76. 

That  the  improvements  and  betterments  charged  to  the  Pacific 
division  since  September,  1896,  amount  to  the  sum  of  $3,540,673.88. 

That  the  improvements  and  betterments  charged  to  the  Seattle 
division  since  September,  1896,  amount  to  the  sum  of  $1,010,079.29. 

Making  a  total  improvements  and  betterments  since  1896  of  the 
sum  of  $6,322,078.93. 

No.  26. 

That  in  addition  to  the  amounts  herein  before  set  out,  the  North- 
ern Pacific  Railway  Company  has  expended  for  the  purchase  of  real 
estate,  right-of-ways  and  terminal  grounds,  and  filling  and  improving 
the  same,  in  the  city  of  Tacoma,  $660,558.15;  for  the  purchase  of  real 
estate  at  Yardley,  $20,105.16;  for  the  purchase  of  tide  lands  and  term- 
inals, grading  and  constructing  side  tracks,  construction  of  Seattle 
tunnel  and  station  not  hereinbefore  set  out  or  otherwise  apportioned, 
$3,704,068.25;  for  the  purchase  of  the  Bayside  line  in  Everett  and 
expenses  on  Everett  Dock  property,  $19,898.79;  for  the  purchase  of 
real  estate  in  Fairhaven,  $5,005.90;  for  the  purchase  of  the  Sari  Fran- 


30  RAILROAD    COMMISSION    OF    WASHINGTON 

Cisco  Railway  &  Navigation  Company's  line  in  Seattle,  $482,121.42,  and 
the  records  show  a  further  expenditure  undistributed  of  $236,305.63. 

And  for  purchasing  right-of-way  during  the  years  1906  and  1907, 
for  widening  the  line  in  Tacoma  from  Old  Town  to  the  Smelter, 
$320,096.00. 

No.  27. 

That  the  accounting  records  of  the  Northern  Pacific  Railway  Com- 
pany show  all  sums  that  have  been  expended  on  the  entire  system 
irrespective  of  whether  the  same  is  now  in  existence  or  not,  for  equip- 
ment, without  allowing  credit  for  destroyed  or  worn  out  equipment, 
and  such  total  cost  has  been  distributed  to  the  state  of  Washington 
on  a  locomotive  and  car  mileage  basis,  and  on  such  distribution  the 
records  show  there  is  chargeable  to  the  state  of  Washington  for 
equipment,  the  sum  of  $11,480,936.24. 

No.  28. 
That  the  accounting  records  of  the  Northern  Pacific  Railway  Com* 
pany  show  that  there  was  paid  for  discounts,  commissions,  etc.,  after 
the  year  1875,  the  sum  of  $18,684,005.16;  and  there  was  charged  on 
such  accounting  records  for  discount  and  commission,  in  addition  to 
the  sum  above  mentioned,  directl3^  to  the  lines  in  the  state  of  Wash- 
.  ington,  the  sum  of  $2,100,275.49,  which  sum  of  $18,684,005.16  being  dis- 
tributed to  the  state  of  Washington  based  on  the  ratio  of  the  con^ 
struction  expenditures  in  Washington  to  the  total  capital  equipment 
and  expenditures  of  the  system  to  August,  1896,  amount  to  a  total 
sum  of  $6,2^5,982.73,  chargeable  to  the  lines  in  the  state  of  Washing- 
ton, which  sum  includes  said  sum  of  $2,100,275.49. 

No.   29. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  bridges,  trestles,  culverts,  ties,  rails,  track  fastenings, 
frogs  and  switches,  ballast,  track  laying  and  surfacing,  fencing,  cross- 
ings, cattle  guards  and  signs,  interlocking  and  signal  apparatus,  tele- 
graph lines,  transportation  department  buildings,  shops,  round  houses, 
turn  tables,  road  department  buildings,  shop  machinery  and  tools, 
water  stations,  fuel  stations,  storage  warehouses  and  miscellaneous 
structures. 

That  a  reasonable  and  fair  allowance  for  legal  and  general  expenses 
would  be  one  per  cent,  on  the  items  mentioned  in  connection  with 
engineering  expenses,  together  with  one  per  cent,  on  the  amount  paid 
out  for  taxes  during  construction. 

That  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  seven  and  one-half  per  cent,  of  the  items  last  herein- 
before mentioned,  plus  the  amount  necessary  for  section  equipment, 
legal  and  general  expenses,  costs  of  engineering  and  the  value  of  the 
right-of-way  and  terminals. 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  Ql 


No.  30. 

That  in  order  to  reproduce  the  lines  hereinbefore  mentioned  as 
owned  and  operated  by  the  Northern  Pacific  Railway  Company,  includ- 
ing the  Washington  &  Columbia  River  Railway  Company  and  the 
Port  Townsend  Southern  Railway  Company  in  the  condition  in  which 
the  same  were  on  the  30th  day  of  June,  1906,  considering  the  im- 
provements and  structures  as  new,  it  would  be  necessary  to  expend 
for  engineering,  superintendence,  clearing,  grubbing,  grading,  con- 
struction of  tunnels,  construction  of  bridges^  trestles,  culverts,  laying 
of  ties  and  rails,  track  fastenings,  frogs  and  switches,  ballast,  track 
laying,  surfacing,  fencing,  right-of-way,  snow  fences,  sheds,  crossings, 
cattle  guards  and  signs,  telegraph  lines,  station  buildings  and  fixtures, 
engine  houses,  turn  tables,  engine  and  car  shops,  shop  machinery  and 
tools,  water  stations,  fuel  stations,  stock  yards,  interlocking  and  signal 
apparatus,  docks  and  wharves,  coal  bunkers  and  ferries,  and  inclines, 
section  and  tool  houses,  miscellaneous  structures,  legal  and  general 
expenses,  interest  during  construction  and  for  stores  on  hand,  but  not 
including  right-of-way,  terminal  grounds  and  equipment,  the  sum  of 
$61,680,340.75. 

No.  31. 

That  of  the  bridges,  trestles  and  culverts  along  said  line,  wooden 
bridges  would  depreciate  materially,  while  iron  bridges  but  slightly, 
that  the  present  value  of  the  bridges,  trestles  and  culverts,  allowing  for 
the  depreciation,  is  approximately  84.7  per  cent,  of  thenr  value  new. 

That  the  ties  would  have  depreciated  so  that  their  present  value 
is  50  per  cent,  of  their  value  new. 

That  the  rails,  track  fastenings,  frogs  and  switches  have  depreci- 
ated so  that  the  present  value  is  approximately  80  per  cent  of  their 
value  new. 

That  the  fencings,  crossings,  cattle  guards  and  signs  along  the 
right-of-way  have  depreciated  so  that  the  present  value  is  approxim- 
ately 55  per  cent,  of  their  value  new. 

That  the  snow  protection  has  depreciated  so  that  its  present  value 
is  approximately  72  per  cent,  of  its  value  new. 

That  the  present  value  of  the  telegraph  lines  is  approximately 
75  per  cent,  of  its  value  new. 

That  the  present  value  of  the  station  buildings  and  fixtures  is 
approximately  81.5  per  cent  of  their  value  new. 

That  the  present  value  of  the  engine  houses  and  turn  tables  is 
approximately  68.2  per  cent  of  their  value  new. 

That  the  present  value  of  the  engine  and  car  shops  is  approximately 
66.4  per  cent  of  their  value  new.  That  the  present  value  of  the  shop 
machinery  and  tools  is  approximately  o5  per  cent,  of  their  value 
new. 

That  the  present  value  of  the  water  stations  is  approximately  65 
per  cent,  of  their  value  new. 


gg  RAILROAD    COMMISSION    OF    WASHINGTON 

That  the  present  value  of  the  fuel  stations  is  approximately  77.5 
per  cent,  of  their  value  new. 

That  the  present  value  of  the  stock  yards  is  45.5  per  cent  of  their 
value  new. 

That  the  present  value  of  the  interlocking  apparatus  is  85  per  cent. 
of  their  value  new. 

That  the  present  value  of  the  docks  and  wharves  and  coal  bunkers 
is  75  per  cent  of  thtir  value  new. 

That  the  present  value  of  the  section  and  tool  houses  and  miscel- 
laneous structures  is  r  pproximately  61  per  cent,  of  their  value  new. 
That  the  cash  market  value  of  the  said  property  on  the  30th  day  of 
June,  1906,  not  including  real  estate,  terminal  grounds  and  equip- 
ment, based  solely  on  the  cost  of  reproduction,  was  the  sum  of  $55,475,- 
827.25. 

No.   32. 

That  the  locomotives  assigned  to  and  used  upon  the  lines  of  the 
Northern  Pacific  Railway  Company,  in  the  state  of  Washington,  cost 
new,  the  sum  of  $3,689,522.18. 

That  since  the  purchase  of  said  locomotives,  locomotives  have 
advanced  in  price,  and  it  would  cost  to  reproduce  the  same  new  the 
sum  of  $4,242,950.51. 

The  said  locomotives  have  been  in  use  an  average  of  ten  years. 
That  there  would  be  an  annual  depreciation  on  such  locomotives,  mak- 
ing due  allowance  for  salvage  while  in  use  of  approximately  3.6  per 
cent.  That  the  present  cash  market  value  of  said  locomotives  is  the 
sum  of  $2,715,488.33. 

That  the  original  cost  of  the  passenger  coaches  and  equipment  of 
the  lines  owned  and  operated  by  the  Northern  Pacific  Railway  Com- 
pany in  the  state  of  Washington,  is  the  sum  of  $1,598,184.34. 

That  it  would  cost  to  reproduce  said  passenger  equipment  new 
as  of  the  30th  day  of  June.  1906.  the  sum  of  $1,837,911.98. 

That  such  equipment  has  been  in  use  an  average  of  11.1  years,  with 
an  annual  depreciation  of  approximately  3.6  per  cent,  and  that  the 
present  cash  market  value  of  such  passenger  equipment  is  the  sum 
of  $1,102,766.43. 

That  the  freight  equipment  properly  assignable  to  the  state  of 
Washington,  used  by  the  Northern  Pacific  Railway  Company,  cost 
$5,665,563.95.  That  it  would  cost  to  reproduce  the  same  new,  $8,040,- 
254.90. 

That  such  freight  equipment  has  been  in  use  an  average  of  8.2 
years,  with  an  annual  depreciation  of  approximately  3.6  per  cent.,  and 
that  the  present  depreciated  valtte  of  such  freight  equipment  is  the 
sum  of  $5,668,379.72. 

That  the  work  and  miscellaneous  equipment  properly  assignable 
and  chargeable  to  the  state  of  Washington,  cost  originally  the  sum 
of  $524,850. 

That  it  would  cost  to  reproduce  the  same  new  the  sum  of  $603,- 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO. 


578.55.  That  the  same  has  been  in  use  an  average  of  eight  years, 
with  an  annual  depreciation  of  approximately  3.6  per  cent.,  and  the 
present  market  value  thereof  is  approximately  the  sum  of  $425,522.88, 
making  a  total  present  cash  value  of  all  equipment  properly  charge- 
able and  assignable  to  the  state  of  Washington,  used  by  the  Northern 
Pacific  Railway  Company  on  any  and  all  of  the  lines  in  the  state  oper- 
ated by  it.  of  the  sum  of  $9,677,946.87. 

No.  33. 

That  in  order  to  reproduce  the  right-of-way  used  for  railroad  pur- 
poses it  is  necessary  to  pay,  in  addition  to  the  market  value  of  the 
land  taken,  prices  ranging  from  such  market  value  to  500  per  cent,  in 
excess  thereof,  to  cover  consequential  damages  to  the  land  not  taken 
and  because  of  the  necessities  of  the  railway  company  to  have  the 
particular  land  sought. 

No.  34. 

That  it  would  cost  to  reproduce  the  right-of-way  and  terminals  of 
the  Northern  Pacific  Railway  Company,  used  by  it  for  railroad  pur- 
poses and  such  as  will  be  necessary  for  its  use  in  the  immediate  future, 
the  sum  of  $32,862,872.00,  which  sum  is  divided  along  the  line  of  the 
Northern  Pacific  Railway  Company  as  hereinafter  set  out. 

That  the  Northern  Pacific  Railway  Company  received  a  grant  from 
the  United  States  for  right-of-way  purposes  across  public  domain,  and 
lands  owned  by  the  United  States,  400  feet  in  width,  along  its  main 
line.  That  at  the  time  of  such  grant  and  of  the  construction  of  the 
main  line  large  portions  of  the  territory  along  the  main  line  of  the 
said  railroad  was  public  lands  belonging  to  the  United  States,  and 
the  said  Northern  Pacific  Railway  Company  thus  secured  a  strip  for 
right-of-way  purposes  400  feet  in  width.  That  such  strip  400  feet  In 
width  is  not  used  by  the  said  railroad  company  for  right-of-way  pur- 
poses nor  is  the  same  necessary  for  the  use  of  said  road  or  such  as 
will  be  anticipated  in  the  immediate  future  for  railroad  purposes,  and 
that  a  strip  of  land  50  feet  in  width  on  either  side  of  the  center  line 
of  its  main  track,  excepting  through  the  towns  and  cities,  is  ample 
for  the  needs  of  said  railroad  company  and  is  all  the  land  that  said 
company  will  use  for  railroad  purposes,  and  that  through  the  incor- 
porated towns  and  cities  the  full  width  owned  by  the  railroad  com- 
pany for  right-of-way  purposes  has  been  allowed. 

That  in  order  to  reproduce  the  right-of-way  necessary  for  the  use 
of  the  Northern  Pacific  Railway  Company,  along  its  main  line,  in  the 
county  of  Spokane,  excluding  therefrom  the  property  used  by  it  In 
the  corporate  limits  of  the  city  of  Spokane,  would  cost  the  sum  of 
$102,835.00. 

That  in  order  to  reproduce  the  property  owned  and  used  by  the 
Northern  Pacific  Railway  Company  along  its  main  line  In  the  county 
of  Lincoln,  and  such  as  will  be  necessary  for  its  immediate  future  use, 
would  cost  $65,419.00. 
3— A 


34  RAILROAD    COMMISSION    OF    WASHINGTON  ^ 

That  to  reproduce  the  real  estate  and  right-of-way  along  the  main 
line  of  the  said  railroad  company  in  the  county  of  Adams,  would  cost 
the  sum  of  $147,099.00. 

That  to  reproduce  the  real  estate  and  right-of-way  along  the  main 
line  of  the  said  railroad  in  Franklin  county,  would  cost  the  sum  of 
$62,720.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  main 
line  of  the  said  railroad  in  Benton  county,  would  cost  the  sum  of 
$136,530.00. 

That  to  reproduce  the  right-of-way  and  terminals  of  said  railroad 
along  its  main  line  in  Yakima  county,  would  cost  the  sum  of  $910,- 
854.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  main 
line  of  said  railroad  in  Kittitas  county,  would  cost  the  sum  of 
$179,921.00. 

That  to  reproduce  the  right-of-way  along  the  main  line  of  said 
road  from  the  boundary  line  between  Kittitas  and  King  county  to 
Auburn  via.  Palmer  Cut  Off,  from  the  southern  line  of  King  county 
to  the  city  limits  of  Seattle,  and  from  the  northern  boundary  line  of 
the  city  of  Seattle  to  the  north  line  of  King  county,  would  cost  the 
sum  of  $734,114.00. 

That  to  reproduce  the  right-of-way  along  the  main  line  in  Sno- 
homish county  would  cost  the  sum  of  $183,200.00. 

That  to  reproduce  the  right-of-way  along  the  main  line  in  Skagit 
county  would  cost  the  sum  of  $145,281.00. 

That  to  reproduce  the  right-of-way  along  the  main  line  in  Whatcom 
county  would  cost  the  sum  of  $37,906.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  main 
line  in  Pierce  county,  exclusive  of  the  property  in  the  city  of  Tacoma, 
would  cost  the  sum  of  $241,848.00. 

That  to  reproduce  the  right-of-way  and  terminals  in  the  county  of 
Thurston,  along  the  main  line,  would  cost  $25,061.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  main 
line  in  Lewis  county,  would  cost  $233,834.00, 

That  to  reproduce  the  right-of-way  and  terminals  along  the  main 
line  in  the  county  of  Cowlitz,  would  cost  $314,600.00. 

No.  35. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
line  in  Spokane  county,  extending  from  Marshall  Junction  to  the  Spok- 
ane-Whitman county  boundary  line,  and  northerly  from  Cheney  to 
Spokane-Lincoln  county  boundary,  line,  would  cost  the  sum  of  $68,- 
724.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
line  in  Lincoln  county  would  cost  $138,065.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in 
the  county  of  Douglas,  would  cost  $9,871.00. 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  35 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in  Frank- 
lin county  would  cost  the  sum  of  $7,738.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  of  the 
Northern  Pacific  Railway  Company  in  Walla  Walla  county,  including 
the  Washington  &  Columbia  River  Railway  Company,  would  cost  the 
sum  of  $270,060.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in 
Columbia  county  ,would  cost  the  sum  of  $19,816.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in 
Yakima  county,  would  cost  the  sum  of  $33,014.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in 
Kittitas  county  ,would  cost  the  sum  of  $9,348.00. 

That  to  reproduce  the  right-of-way  along  the  branch  lines  in 
Whitman  county,  would  cost  the  sum  of  $315,032.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
line  in  King  county,  excluding  all  property  in  the  city  of  Seattle, 
would  cost  the  sum  of  $268,668.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Snohomish  county,  excluding  therefrom  all  property  in  the 
city  of  Everett,  the  sum  of  $170,869.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Whatcom  county,  excluding  all  property  and  terminals  in  the 
city  of  Bellingham,  would  cost  $260,792.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Pierce  county,  would  cost  the  sum  of  $248,397.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Thurston  county,  would  cost  $68,350.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Chehalis  county,  would  cost  $462,128.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Lewis  county,  would  cost  the  sum  of  $91,450.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Pacific  county,  would  cost  $97,628.00. 

That  to  reproduce  the  right-of-way  and  terminals  along  the  branch 
lines  in  Clarke  county,  would  cost  $178,773.00. 

That  that  portion  of  the  branch  line  known  as  the  Port  Townsend 
Southern  Railway  Company  in  Thurston  county,  would  cost  to  repro- 
duce new,  the  sum  of  $17,506.00. 

That  to  reproduce  that  part  of  the  line  known  as  the  Port  Town- 
send  Southern  Railway  Company  in  Jefferson  county,  would  cost  the 
sum  of  $41,812.00. 

No.  36. 

That  to  reproduce  the  right-of-way  and  terminal  grounds  owned 
by  the  Northern  Pacific  Railway  Company,  used  by  it  for  railroad 
purposes  in  the  city  of  Spokane,  would  cost  $5,306,465.00. 

That  in  addition  to  the  property  owned  by  the  Northern  Pacific 
Railway  Company  in  the  city  of  Spokane,  used  by  it  and  necessary  to 
be  used  by  it  for  railroad  purposes,  it  owns  the  following  described 


3g  RAILROAD    COMMISSION    OF    WASHINGTON 

real  estate  used  by  it  for  commercial  purposes,  not  necessary  for  its 
use  as  railroad  purposes,  to-wit:  — 

Lots  1  to  5  inclusive  in  block  40;  lots  1  to  6  inclusive  in  block  23; 
lots  1  to  6  inclusive  in  block  24;  lots  1  to  6  inclusive  in  block  25; 
lots  1  to  3  inclusive  in  block  28;  and  a  portion  of  the  south  half  of 
blocks  12  to  21  inclusive  in  Railroad  Addition  to  the  city  of  Spokane, 
portions  of  said  property  being  now  leased  by  the  Northern  Pacific 
Railway  Company  to  persons  and  individuals  for  commercial  purposes, 
which  property  last  above  described  is  of  the  reasonable  value  of 
$1,194,155.78.  ^^    3^ 

That  to  reproduce  the  property  owned  by  the  Northern  Pacific 
Railway  Company  in  the  city  of  Everett,  used  by  it  or  necessary  to 
be  used  by  it  for  railroad  purposes,  would  cost  the  sum  of  $366,530.00. 

No.   38. 

That  to  reproduce  the  right-of-way  and  terminal  grounds  owned 
by  the  Northern  Pacific  Railway  Company,  used  by  it  for  railroad 
purposes  and  such  as  it  will  need  for  such  purposes  in  the  immediate 
future,  in  the  city  of  Tacoma,  would  cost  the  sum  of  $7,638,006.00. 

That  in  addition  to  the  terminal  grounds  and  right-of-way  owned 
by  the  said  company  and  included  in  the  valuation  above  set  out, 
in  the  city  of  Tacoma,  the  Northern  Pacific  Railway  Company  owns 
certain  tide  land  property  in  the  city  of  Tacoma  which  is  filled  and 
improved  and  which  the  said  railway  company  claims  to  hold  for 
railroad  purposes,  amounting  to  6,503,490  square  feet,  and  617,500 
square  feet  of  tide  lands  not  filled  and  improved,  which  the  said 
railway  company  claims  to  hold  for  railroad  purposes,  but  which  is 
not  at  present  used  for  such,  or  leased,  which  said  property  is  shown 
in  yellow  on  the  map  hereunto  annexed,  made  a  part  of  these  findings 
and  marked  Exhibit  B. 

That  in  addition  to  the  property  above  described,  the  said  Northern 
Pacific  Railway  Company  owns  tide  land  block  51,  which  tide  land 
block  is  colored  on  said  tide  land  map  in  green,  but  which  property 
is  not  now  used  nor  is  the  same  necessary  to  be  used  by  the  said 
railroad  company  for  railroad  purposes  in  the  immediate  future. 

Said  railroad  company  also  owns  lots  3  to  19  inclusive,  in  tide  land 
block  No.  62,  which  is  shown  upon  said  map  in  green,  but  which  said 
property  is  not  now  used  nor  is  the  same  necessary  for  the  use  of  the 
said  railroad  company  in  the  immediate  future. 

The  said  railroad  company  also  owns  the  following  described  prop- 
erty, to-wit:  Commencing  at  a  point  297  feet  northwesterly  from  the 
northeast  corner  of  lot  1  in  block  66  of  Tacoma  tide  lands,  thence 
northwesterly  along  the  inner  harbor  line  500  feet  more  or  less  to  an 
intersection  with  a  line  drawn  parallel  with  the  southerly  end  of 
what  is  known  as  the  "Puget  Sound  Freight  Sheds,"  as  the  same  is 
now  located,  thence  southwesterly  along  said  last  mentioned  line  130 
feet  to  a  point,  thence  southeasterly  530  feet  to  a  point  255  feet 
southwesterly  from  the  place  of  beginning,  and  thence  northeasterly 


FINDINGS  APPLICABLE   TO   N.  P.  RY.  CO.  37 

255  feet  to  the  place  of  beginning,  containing  100,387  square  feet 
more  or  less,  which  said  property  is  not  now  used  nor  is  the  same 
necessary  for  the  use  of  said  railroad  company  as  operating  property 
in  the  immediate  future. 

Said  railroad  company  also  owns  a  portion  of  tide  land  block  69, 
described  as  follows:  Commencing  at  the  southeast  corner  of  said 
tide  land  block  No.  69  of  Tacoma  tide  lands,  thence  south  84  degrees 
47  minutes  twenty  seconds,  west  150  feet  to  a  point,  thence  north- 
westerly 650  feet  more  or  less  to  an  intersection  with  the  inner  harbor 
line  750  feet  northwesterly  from  the  place  of  beginning,  thence  south- 
easterly 750  feet  to  the  place  of  beginning,  containing  52,500  square 
feet  more  or  less,  which  said  property  is  not  now  used  nor  is  the  same 
necessary  to  be  used  in  the  immediate  future  by  said  railroad  com- 
pany as  operating  property. 

The  said  railroad  company  also  owns  a  portion  of  tide  land  block 

70  of  Tacoma  tide  lands,  described  as  follows:  Commencing  at  a 
point  on  the  inner  harbor  line  between  blocks  70  and  71,  thence  south 
westerly  130  feet  to  a  point,  thence  southeasterly  750  feet,  more  or  less, 
to  a  point  on  the  inner  harbor  line  820  feet  southeasterly  from  the  place 
of  beginning,  thence  northwesterly  820  feet  to  the  place  of  beginning, 
containing  50,700  square  feet  more  or  less,  which  said  property  is  not 
now  used  nor  is  the  same  necessary  to  be  used  in  the  immediate  future 
by  said  railroad  company  for  operating  purposes. 

Said  railroad  company  also  owns  a  portion  of  tide  land  block  No. 

71  of  Tacoma  tide  lands  , described  as  follows:  Beginning  at  the 
northwest  corner  of  tide  land  block  71,  Tacoma  tide  lands,  thence 
southerly  and  at  right  angles  to  the  inner  harbor  line  220  feet  to  a 
point,  thence  easterly  and  parallel  with  said  inner  harbor  line  60  feet 
to  a  point,  thence  northerly  220  feet  more  or  less  to  the  inner  harbor 
line,  thence  westerly  along  said  inner  harbor  line  to  the  place  of  be- 
ginning, containing  13,200  square  feet,  more  or  less,  which  said  prop- 
erty is  not  now  used  nor  is  the  same  necessary  for  the  use  in  the 
immediate  future  by  the  said  railroad  company  for  operating  purposes. 

Said  company  also  owns  the  following  described  property,  being 
portion  of  tide  land  block  40  of  Tacoma  tide  lands,  containing  .91 
acres,  a  portion  of  tide  land  block  No.  50  of  Tacoma  tide  lands,  con- 
taining 5.49  acres,  a  portion  of  diagram  No.  1  in  section  4,  township 
20  north  of  range  3  east  containing  3.46  acres,  and  a  portion  of  dia- 
gram No.  1,  section  4,  township  20  north  range  3  east  W.  M.  contain- 
ing 1.55  acres,  particularly  described  as  follows:  All  the  land,  upland 
and  tide  land,  lying  between  the  Northern  Pacific  right-of-way  and 
the  Wheeler  Osgood  waterway  west  of  a  line  drawn  north  27  degrees 
26  minutes  and  42  seconds  west  from  a  point  on  the  northerly  side 
of  the  Northern  Pacific  right-of-way,  930  feet  more  or  less  south- 
westerly from  the  meander  line  of  lot  7,  section  4,  township  20,  north 
of  range  3  west,  which  said  property  is  not  now  used  nor  is  the  same 
necessary  to  be  used  in  the  immediate  future  by  said  railroad  for 
operating  purposes. 


38 


RAILROAD    COMMISSION    OF    WASHINGTON 


The  said  railroad  company  also  owns  certain  uplands  in  the  city 
of  Tacoma  described  as  follows:  Commencing  at  a  point  on  Cliff 
avenue  where  a  line  drawn  at  right  angles  to  the  northerly  end  of 
Pacific  avenue  would  intersect  the  easterly  line  of  Cliff  avenue,  thence 
running  northwesterly  along  the  easterly  side  of  Cliff  avenue  to  an 
intersection  with  the  boundary  of  the  property  known  as  the  Tacoma 
High  School  property,  thence  northerly  and  northwesterly  along  the 
northern  boundary  of  said  Tacoma  High  School  property  to  an  inter- 
section with  the  northeasterly  limits  of  Cliff  avenue,  thence  following 
along  said  "boundary  of  Cliff  avenue  and  such  line  extended  to  the 
south  east  corner  of  the  Tacoma  Mill  Company's  land  as  platted  on 
said  map,  thence  northerly  along  the  east  line  of  the  Tacoma  Mill 
Company's  line  170  feet  more  or  less  to  an  intersection  with  a  line 
drawn  200  feet  southerly  and  southwesterly  parallel  with  the  center 
line  of  said  railway  company's  right-of-way,  thence  southwesterly  along 
the  line  200  feet  southwesterly  from  and  parallel  with  the  center  line 
of  the  said  railway  company's  right-of-way  to  an  intersection  with 
the  easterly  and  northerly  boundary  of  Pacific  avenue,  thence  south- 
westerly along  the  northern  boundary  of  Pacific  avenue,  and  such 
line  extended  to  the  place  of  beginning. 

That  in  addition  to  the  property  above  described,  the  said  railway 
company  owns  in  the  city  of  Tacoma,  certain  tide  lands  filled  and 
improved,  which  it  claims  to  hold  for  railroad  purposes,  but  which 
said  property  is  not  used  for  railroad  purposes  at  this  time  but  is 
leased  for  docks,  warehouses  and  other  purposes  connected  with 
trans-shipment  from  the  rail  lines  of  the  said  railway  company  to 
water,  and  from  water  to  such  rail  lines,  amounting  to  the  sum  of 
1,073,900  square  feet.  And  certain  tide  lands  which  the  said  railway 
company  claims  to  hold  for  railroad  purposes  but  which  it  does  not 
at  this  time  use  for  such  purposes,  which  is  used  for  commercial  pur- 
poses not  connected  with  the  transhipment  from  rail  to  water,  amount- 
ing to  440,965  square  feet,  which  said  property  is  shown  on  said 
Exhibit  B  in  red.  And  in  addition  thereto  the  said  railway  company 
owns  in  the  city  of  Tacoma  certain  tide  lands  and  uplands  which  it 
does  not  use  for  railroad  purposes  and  does  not  claim  to  hold  the 
same  for  such  purposes,  but  holds  the  same  strictly  for  commercial 
purposes  ,amounting  to  the  sum  of  2,175,539  square  feet,  and  which 
is  shown  upon  the  said  Exhibit  B  in  brown. 

Said  lands  so  held,  owned  and  shown  on  said  map  in  yellow,  red 
and  brown,  and  those  hereinbefore  described  as  not  being  used  or 
necessary  for  the  use  of  said  railroad  company  for  operating  property, 
are  of  the  present  market  value  of  $4,980,417.00;  and  the  Commission 
does  further  find  that  the  said  property  last  above  described  is  not 
necessary  for  the  present  use  of  or  use  in  the  immediate  future  by 
said  railway  company  in  the  discharge  of  its  duties  as  a  common 
carrier. 

That  in  addition  to  the  property  above  described,  the  Northern 
Pacific  Railway   Company  owns   two  tracts  in   South   Tacoma  lying 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO. 


immediately  east  of  Excelsior  Park  Addition,  designated  on  the  Asses- 
sor's map  of  Tacoma  as  diagram  24,  containing  4.25  acres,  and  diagram 
24  containing  6.20  acres,  which  property  is  not  used  nor  is  the  same 
necessary  to  be  used  by  the  company  in  the  immediate  future  for 
operating  property. 

No.  39. 

That  to  reproduce  the  right-of-way  and  terminal  grounds  owned 
by  the  Northern  Pacific  Railway  Company,  used  by  it  for  railroad 
purposes,  and  which  it  will  need  for  such  purposes  in  the  immediate 
future,  in  the  city  of  Seattle,  would  cost  the  sum  of  $11,042,659.93. 

In  addition  thereto  the  Northern  Pacific  Railway  Company  and 
the  Great  Northern  Railway  Company  own  jointly,  terminals  in  the 
city  of  Seattle,  now  used  for  railroad  purposes,  each  owning  an  undi- 
vided one-half  thereof,  and  to  reproduce  the  undivided  one-half  in- 
terest of  the  Northern  Pacific  Railway  Company  in  such  joint  prop- 
erty, would  cost  the  sum  of  $1,995,516.57. 

That  in  addition  to  the  property  hereinbefore  described  as  being 
owned  by  the  Northern  Pacific  Railway  Company  in  the  city  of  Seat- 
tle, and  used  by  it  for  railroad  purposes,  the  said  railway  company 
owns  certain  property  which  it  claims  to  have  purchased  for  and 
claims  to  be  holding  the  same  for  railroad  purposes,  but  which  the 
Commission  finds  is  not  necessary  for  its  immediate  use  for  railroad 
purposes,  that  is  to  say: 

Tide  land  blocks 

111,  containing  37,850  square  feet, 

112,  containing  188,750  square  feet, 

113,  containing  46,000  square  feet, 

116,  containing  132,505  square  feet, 

117,  containing  518,399  square  feet, 

118,  containing  518,585  square  feet, 

119,  containing  106,838  square  feet, 

120,  containing  61,129  square  feet, 

121,  containing  385,494  square  feet, 

122,  containing  356,120  square  feet, 

123,  containing  317,864  square  feet, 
125,  containing  58,000  square  feet, 

A  piece  of  land  west  of  block  125,  containing  48,000  square  feet, 

A  portion  of  block  126,  amounting  to  88,030  square  feet,  99,000  feet  in 

said  block  being  a   part  of   the   right-of-way   of   said  railroad 

company. 
128,  containing  203,178  square  feet, 
A  portion  of  129,  amounting  to  233,283  square  feet,  131,423  square  feet 

of  said  block  being  used  for  right-of-way  for  railroad  purposes. 
A   portion   of   block   130,   amounting   to   163,703    square   feet,   153,400 

square  feet  in  said  block  being  used  for  right-of-way  purposes. 
131,  containing  178,852  square  feet, 
A  portion  of  block  134,   containing  81,283   square  feet,  9,000   square 

feet  of  said  block  being  used  for  railroad  purposes. 


^0  RAILROAD    COMMISSION    OP    WASHINGTON 

A  portion  of  block  136,  amounting  to  356,270  square  feet,  18,000  square 
feet  in  said  block  being  used  for  railroad  purposes. 

137,  containing  450,929  square  feet, 

138,  containing  64,680  square  feet, 

A  piece  of  land  south  of  block  152,  containing  60,600  square  feet, 

159,  containing  17,400  square  feet, 

A  portion  of  block  12-169  B,  containing  25,200  square  feet,  3,600  feet 

in  said  block  being  used  for  railroad  purposes, 
A  portion   of  block  177,   containing   30,720   square   feet,   7,920   square 

feet  of  said  block  being  used  for  railroad  purposes, 
D-179,  containing  24,000  square  feet, 
A  portion  of  block  180,  containing  30,720  square  feet,  5,280  square  feet 

in  said  block  being  used  for  railroad  purposes, 
181,  containing  130,142  square  feet, 
A  portion  of  block  182,  containing  26,400   square   feet,  9,600   square 

feet  in  said  block  being  used  for  railroad  purposes, 
183,  containing  24,000  square  feet, 
186,  containing  24,000  square  feet, 
A  portion  of  block  187,  amounting  to  21,600  square  feet,  14,400  square 

feet  in  said  block  being  used  for  railroad  purposes, 
A  portion  of  block  188,  amounting  to  30,720  square  feet,  5,280  square 

feet  in  said  blocks  being  used  for  railroad  purposes, 
189,  containing  24,000  square  feet, 
A  portion  of  block  193,  amounting  to  30,720  square  feet,  5,280  square 

feet  in  said  block  being  used  for  railroad  purposes, 
A  portion  of  block  194,  amounting  to  42,800  square  feet,  42,800  square 

feet  in  said  block  being  used  for  railroad  purposes, 
A  portion  of  block  9  in  Miner's  Addition,  amounting  to  34,125  square 

feet,  875  square  feet  in  said  block  being  used  for  railroad  pur- 
poses, , 
A  portion  of  a  piece  of  land  lying  north  of  block  9  in  Miner's  Addition, 

containing  203,150  square  feet,  39,600  square  feet  of  which  piece 

is  used  for  railroad  purposes, 
Tide  land  block  198J,  containing  225,200  square  feet. 
Portions  of  tide  land  blocks  365,  370,  and  366,  amounting  to  222,300 

square  feet,  262,700  square  feet  in   said  block  being  used   for 

railroad  purposes. 
All  of  which  property  so  owned  by  said  railway  company  and  not 
being  used  by  it  for  railroad  purposes,  or  necessary  for  its  use  in  the 
immediate  future,  is  of  the  reasonable  value  of  $9,250,000.00. 

No.,,  40. 
That  to  reproduce  the  right-of-way  and  terminal  grounds  owned 
by  the  Northern  Pacific  Railway  Company  and  used  by  it  for  railroad 
purposes,  in  the  city  of  Bellingham,  would  cost  the  sum  of  $215,330.00. 

No.  41. 
That   the   reasonable    cash   market   value    of   the    lands    included 
within  the  400-foot  strip  granted  by  the  United  States  to  the  Northern 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  ^i 


Pacific  Railway  Company  along  its  main  line,  and  not  used  or  nec- 
essary to  be  used  by  it  for  railroad  purposes,  is  the  sum  of  $456,602.00, 
divided  as  follows: 

In  the  county  of  Spokane,  not  including  any  property  within  the 
corporate  limits  of  the  city  of  Spokane,  the  sum  of  $81,409.00; 

In  the  county  of  Lincoln,  the  sum  of  $8,035.00; 

In  the  county  of  Adams,  the  sum  of  $44,524,00; 

In  the  county  of  Franklin,  the  sum  of  $4,709.00; 

In  the  county  of  Benton,  the  sum  of  $35,320.00; 

In  the  county  of  Yakima,  the  sum  of  $106,244.00; 

In  the  county  of  Kittitas,  the  sum  of  $64,028.00; 

On  the  branch  line  extending  from  the  Snake  River  to  Hunts 
Junction,  being  in  Walla  Walla  county,  the  sum  of  $5,025.00; 

In  the  county  of  Pierce,  on  the  main  line,  $70,979.00,  and  on  the 
Buckley  branch,  $36,329.00. 

No.  42. 

That  the  Northern  Pacific  Railway  Company,  through  the  eastern 
portion  of  the  state  of  Washington,  traversed  a  rich  agriculture  sec- 
tion, producing  annually  large  quantities  of  grain  and  hay,  destined 
for  transhipment  over  the  lines  of  the  said  railroad  company  in  car 
load  lots,  amounting  to  approximately  21,000,000  bushels  of  grain 
annually;  large  quantities  of  the  wheat  or  product  in  flour  is  carried 
over  the  line  of  the  Northern  Pacific  Railway  Company  to  Tacoma  and 
Seattle,  and  after  arriving  at  its  destination  in  Tacoma  or  Seattle 
is  shipped  to  foreign  ports. 

That  along  the  line  of  the  Northern  Pacific  Railway  Company  in 
the  state  of  Washington,  there  are  adequate  warehouses  and  facilities 
for  handling,  or  storage  of  grain,  which  warehouses  are  owned  and 
operated  by  private  individuals  as  warehouses,  but  which  warehouses 
add  greatly  to  the  facilities  for  freight  shippers,  and  add  value  to 
the  railroad  line. 

That  in  Tacoma  and  Seattle  the  docks  and  warehouses  hereinbe- 
fore mentioned,  whether  the  same  are  owned  by  the  Northern  Pa- 
cific Railway  Company  or  by  private  individuals,  add  value  to  the 
line  by  reason  of  the  fact  that  such  facilities  are  sufficient  and 
adequate  for  the  transhipment  of  freight  consigned  from  the  ilne  of 
the  railroad  to  water  and  from  steamboat  line  to  the  said  railroad 
line. 

No.  43. 

That  the  Northern  Pacific  Railway  Company  is  the  owner  of  the 
capital  stock  of  the  Northwestern  Improvement  Company.  That  the 
Northwestern  Improvement  Company  is  the  owner  of  large  deposits 
of  coal  lands  in  the  vicinity  of  Rosslyn  and  Clealum  and  other  por- 
tions of  the  state  and  contiguous  to  the  Northern  Pacific  Railway 
Company's  lines,  and  has  developed  very  valuable  coal  mines  along 
the  Northern  Pacific  Railway  Company's  lines.     That  said  coal  mines 


42  RAILROAD    COMMISSION    OF    WASHINGTON 

as  now  developed  are  in  close  proximity  to  the  summit  of  the  Cascade 
range  of  mountains  and  in  transporting  the  coal  from  the  mines  to 
the  different  points  of  consumption  by  the  locomotives  or  the  dis* 
tributing  points  within  the  state  of  Washington,  such  coal  is  hauled 
on  the  down  grade.  That  the  said  railway  company  is  to  a  large 
extent  conducting  said  coal  mines  through  said  subsidiary  corpora- 
tion, the  Northwestern  Improvement  Company,  for  its  own  benefit 
and  producing  the  coal  largely  for  its  own  consumption.  That  by 
reason  of  the  facts  aforesaid  the  said  railway  company  is  able  to  pro- 
cure and  does  procure  its  coal  used  on  its  locomotives  in  the  state 
of  Washington  at  a  greatly  reduced  price  over  what  other  roads  oper- 
ating in  the  state  of  Washington  are  able  to  do,  coal  being  furnished 
the  Northern  Pacific  Railway  Company  for  the  years  ending  June  30th, 
1906,  and  1907,  respectively  at  $1.85  per  ton  and  $2,096  per  ton,  where- 
as  the  Great  Northern  Railway  Company  paid  during  the  same  period 
$2.77  and  $2.92  per  ton,  and  the  Oregon  Railroad  &  Navigation  paid 
during  the  same  period  $3.41  and  $3.80  per  ton,  the  Tacoma  Eastern 
Railway  Company  paid  during  said  time  $2.68  and  $2.57  per  ton,  and 
the  Bellingham  Bay  &  British  Columbia  paid  during  said  time  $3.61 
and  $3.93  per  ton.  That  during  the  year  1907  the  Northern  Pacific 
Railway  Company  paid  out  for  fuel  for  locomotives  used  in  the  state 
of  Washington,  approximately  $1,655,000.00. 

That  by  reason  of  the  proximity  of  the  said  coal  lands  to  the  said 
line  of  railroad  and  by  reason  of  the  said  road  owning  and  controlling 
said  mines,  it  adds  great  value  to  the  lines  of  the  said  road  within 
the  state  of  Washington,  in  that  it  enables  said  road  to  lay  down  its 
fuel  at  the  different  distributing  points  along  its  line,  used  and  con- 
sumed by  it  in  the  operation  of  its  trains,  at  greatly  reduced  cost  over 
other  lines  operating  in  the  state  of  Washington. 

No.  44. 

That  since  the  construction  of  the  line  of  the  Northern  Pacific 
Railway  Company  through  the  state  of  Washington,  said  company  has 
expended  large  sums  of  money  advertising  and  exploiting  the  re- 
sources of  the  country  adjacent  to  its  lines  and  has  encouraged  immi- 
gration along  its  lines  so  that  the  country  adjacent  and  tributary  to 
its  rail  lines  has  a  comparatively  large  population  and  the  density 
of  traffic  and  the  country  tributary  to  its  lines  are  comparatively 
highly  developed,  compared  with  other  portions  of  the  state  of  Wash- 
ington, which  density  of  traffic  and  population  add  value  to  the  said 
lines. 

No.,.45. 

That  the  lines  of  the  Northern  Pacific  Railway  Company  and 
particularly  the  line  from  Seattle  to  Sumas,  and  what  are  known  as 
the  Grays  Harbor  and  South  Bend  branches,  traverse  sections  of  the 
state  producing  vast  quantities  of  fir  and  cedar  lumber  and  cedar 
shingles,  which  lumber  and  shingles  furnish  a  heavy  volume  of  ton- 
nage east  bound,  traversing  the  entire  main  line  of  the  said  road. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  43 


No.  46. 

That  the  lines  of  the  Northern  Pacific  Railway  Company  have  been 
constructed  almost  entirely  from  moneys  procured  and  derived  from 
the  sale  of  bonds,  the  earnings  of  the  road  and  the  sale  of  its  granted 
lands,  and  outside  of  the  original  expense  of  incorporating  the  com- 
pany, but  little  money  has  been  paid  into  the  treasury  of  said  railroad 
company  from  the  sale  of  its  capital  stock. 

That  the  said  railroad  company  has  at  all  times  since  the  con- 
struction of  its  lines  in  the  state  of  Washington,  paid  the  interest  on 
its  bonds  as  the  same  fell  due,  excepting  for  the  years  1894  and  1895, 
which  interest  was  paid  in  the  reorganization  agreement  set  out  in 
Exhibit  A,  since  the  organization  of  said  company  in  1896,  and  said 
company  has  paid  interest  on  its  bonded  indebtedness  as  the  same 
accrued,  and  in  addition  thereto  has  paid  dividends  on  its  capital 
stock  of  $155,000,000.00  as  follows:  For  the  year  1898,  $3,000,000.00, 
being  1.94  per  cent;  for  the  year  1899,  $4,600,000.00,  being  2.97  per 
cent;  for  the  year  1900,  $5,400,000.00,  being  3.48  per  cent.;  for  the 
year  1901,  $6,200,000.00,  being  4  per  cent;  for  the  year  1902,  $8,499,- 
946,  being  5.48  per  cent.;  for  the  year  1903,  $10,074,944.00,  being  6.5 
per  cent;  for  the  year  1904,  $10,849,989.00,  being  approximately  7  per 
cent;  for  the  year  1905,  $10,850,000,  being  7  per  cent;  for  the  year 
1906,  $10,850,00.00,  being  7  per  cent;  and  for  the  year  1907,  $10,850,- 
000.00,  being  7  per  cent. 

That  on  the  30th  day  of  June,  1907,  the  said  Northern  Pacific  Rail- 
way Company  had  on  hand  in  cash  and  current  assets  over  and  above 
its  current  liabilities,  approximately  $22,477,458.00,  and  supplies  and 
material  of  the  value  of  $5,889,931.00. 

No.  47. 

That  the  total  funded  indebtedness  of  the  Northern  Pacific  Railway 
Company  amounts  to  the  sum  of  $294,280,100.00.  $107,613,000.00  of 
which  consists  of  the  joint  bonds  of  the  Chicago,  Burlington  &  Quincy 
Railroad  Company,  which  were  issued  in  exchange  for  Chicago, 
Burlington  &  Quincy  Railroad  stock,  the  interest  on  the  same  being 
paid  by  the  C.  B.  &  Q.  railroad  company,  the  obligation  of  the  North- 
ern Pacific  Railway  Company  being  that  of  a  surety  or  guarantor,  is 
not  hereinafter  treated  as  an  obligation  of  said  railroad  company. 

Excluding  said  sum,  the  bonded  obligation  of  the  Northern  Pacific 
Railway  Company  amounts  to  the  sum  of  $186,667,100.00,  made  up  as 
follows : 

General  mortgage  bonds  of  the  St.  Paul  and  Northern  Pacific  Rail- 
road Company  falling  due  in  1923,  in  the  sum  of  $8,021,000.00. 

The  Western  Railroad  of  Minnesota,  falling  due  in  1907,  in  the 
sum  of  $18,000.00. 

Northern  Pacific  prior  lien  bonds,  falling  due  in  1997,  in  the  sum 
of  $105,979,500.00. 

Northern  Pacific  Railway  general  lien  bonds  in  the  sum  of  $60,- 
000,000.00,  falling  due  in  2047. 


44  RAILROAD    COMMISSION    OF    WASHINGTON 

St.  Paul  &  Duluth  Division,  falling  due  in  1996,  in  the  sum  of 
$7,938,000.00. 

St.  Paul  &  Duluth  Railway  Company  first  mortgage  bonds,  falling 
due  in  1931,  in  the  sum  of  $1,000,000.00. 

St.  Paul  &  Duluth  second  division,  falling  due  in  1917,  in  the  sum 
of  $2,000,000.00. 

St.  Paul  &  Duluth  Railway  Company,  first  consolidated  mortgage, 
falling  due  in  1968,  in  the  sum  of  $1,000,000.00. 

Taylor  Falls  &  Lake  Superior  Railroad,  first  mortgage,  falling  due 
in  1914,  in  the  sum  of  $210,000.00. 

Duluth  Short  Line  Railway,  falling  due  in  1916,  in  the  sum  of 
$500,000.00. 

Minnesota  &  Duluth  Railway  first  mortgage,  falling  due  in  1907, 
in  the  sum  of  $600.00. 

That  during  the  year  1903  the  Northern  Pacific  prior  lien  4  per 
cent,  bonds  falling  due  in  1997,  sold  in  the  open  market  during  the 
months  hereinafter  stated  as  follows: 

(The  first  figures  given  being  the  lowest  price  at  which  such 
bonds  sold,  and  the  second  figures  being  the  highest  price  at  which 
such  bonds  sold  during  such  month.) 

January 102%  104 

February   103^  103% 

March 102^  1033^ 

April   1013^  102% 

May 101%  1021/2 

June    .....: 101%  102% 

July 99%  lOlVa 

August   99y2  looys 

September 100%  101% 

October 100  102% 

November   101%  102% 

December    102%  103 

That  for  the  year  1904  the  said  prior  lien  bonds  sold  as  follows: 

January  101%  103% 

February   102  103% 

March 102%  103% 

April   102%  103% 

May    103%  104% 

June    104%  105 

July ^^ 103%  105% 

August .' 104%  105% 

September    , 104%  105% 

October    104%  105% 

November   104%  105% 

December    105  106 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  45 

And  that  for  the  year  1905,  the  said  prior  lien  bonds  sold  as  fol- 
lows: 

January   104%  lOSyg 

February   105^  106 

March lOSVa  106% 

April 105  105% 

May 1051/8  lOSVa 

June    : 105%  106% 

July 105%  106% 

August 105%  106% 

September 105%  106^4 

October    104%  105% 

November 103%  105^^ 

December    104%  105% 

And  that  for  the  year  1906,  the  said  prior  lien  bonds  sold  as  fol- 
lows: 

January 104y2  106% 

February.. 104  105% 

March 103%  105 

April 103  104^ 

May 102%  104% 

June 104  105^^ 

July 103%  104% 

August   1031/2  104% 

September     103  104i^ 

October    102%  103% 

November   103  104 

December    102%  10^% 

That  for  the  year  1907,  the  said  prior  lien  bonds  sold  as  follows: 

January 101%  102% 

February 100%  102 

March 100  101 

April 100%  102% 

May 100  102 

June    991/2  1011/2 

July 99%  100% 

August    96  100% 

September 96^^  99% 

October 93%  99y2 

November  94  98 

December    •. .  98  100% 

That  during  the  said  time  the  said  $60,000,000.00  general  lien  bonds 
falling  due  in  2047,  sold  as  follows: 

For  the  year  1903: 

January   72%  73% 

February 71%  73% 


46  RAILROAD   COMMISSION  OF  WASHINGTON 

March TlVa  72% 

April 71  72^ 

May    71^  72% 

June 7078  72% 

July    71  72 

August    70V^  71% 

September 70  71 

October 70  71  Va 

November   69%  701/0 

December    70  71 

That  for  the  year  1904,  the  said  general  lien  bonds  sold  as  fol" 
lows: 

January  70%  73 

February   70^4  72% 

March 70%  72 

April     71%  73 

May 72  73 

June    7iy2  74% 

July    74  75% 

August   74  74% 

September    74  74% 

October    74%  75% 

November    74%  75% 

December    75  76 

That  for  the  year  1905,  the  said  general  lien  bonds  sold  as  fol- 
lows : 

Jartuary  76%  78 

February   76%  77% 

March     76%  77% 

April 76%  77y2 

May    75y2  7772 

June    76  77% 

July 76%  78% 

August   77  77% 

September    77  77% 

October    77  78% 

November    76%  77% 

December    •. 76%  77% 

That  for  the  year  1906,  the  said  general  lien  bonds  sold  as  follows: 

January  , ^ 76%  78% 

February   T 76  77% 

March 76%  77% 

April 76%  77 

May 75  77% 

June    75%  76% 

July    76  77% 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  47 

August    75V8  76% 

September  75^  76 

October    •      75%  76^^ 

November 74%  751/^ 

December 73%  75% 

And  that  for  the  year  1907,  the  said  general  lien  bonds  sold  as 
follows: 

January 73  74% 

February 71  73 

March 70  71 

April 69%  72% 

May     7iy8  72 

June 69  71% 

July  70  71% 

August 65y2  70% 

September ' 67  68% 

October   67  69% 

November   62i/^  67 

December    65%  69 

That  during  the  same  time  the  said  St.  Paul  &  Duluth  division 

bonds   amounting   to   the   sum   of   $7,938,000.00,  falling   due   in   1996, 
drawing  interest  at  4  per  cent,  sold  as  follows: 

For  the  year  1903: 

June    101  ... 

November    97  98 

December    96 

For  the  year  1904: 

January   97% 

September 97% 

August 97% 

November 101% 

December 98% 

For  the  year  1905: 

February  101 

March 100 

July 99% 

September 101%  102 

October    101 

December    100  100% 

For  the  year  1906: 

January 100%  101 

June    98 

July 98 

December    95  96% 

For  the  year  1907: 
January 95% 


48.  RAILROAD    COMMISSION    OF    WASHINGTON 

That  the  Commission  has  been  unable  to  find  any  evidence  of  sales 
of  said  St.  Paul  &  Duluth  bonds  for  said  years  other  than  those 
hereinbefore  given. 

That  during  the  said  time  the  bonds  known  as  the  St.  Paul  & 
Northern  Pacific,  falling  due  in  1923,  bearing  interest  at  6  per  cent., 
amounting  to  $8,021,000.00,  sold  in  the  open  market  as  follows: 

For  the  year  1903: 

January  127 

February   125  127 

April 125  126 

August    121 

October    122 

For  the  year  1904: 

March 1221/2 

October    125 

For  the  year  1905: 

January   126% 

March 126 

April  . . . : 1251/2 

September    1 125i/^ 

October    125 

For  the  year  1906: 

March ,.  124  124% 

April 125 

May ' 124% 

August :....  122^ 

September 125% 

November 123% 

For  the  year  1907: 

March 120 

May 1221/2  122% 

June    122% 

September    II614 

That  the  Commission  has  been  unable  to  find  any  evidence  of  any 
sales  having  occurred  during  said  years,  of  said  bonds,  other  than  as 
hereinbefore  stated. 

That  during  said  time  the  first  mortgage  bonds  of  the  St.  Paul  & 
Duluth  Railroad  Company,  amounting  to  $1,000,000.00,  drawing  in- 
terest at  5  per  cent.,  due  in  1981,  sold  in  the  open  market  as  fol- 
lows: 

For  the  year  1903: 
July 112^ 

For  the  year  1905: 
December    114 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  49 


For  the  year  1906: 
March 113 

For  the  year  1907: 
July    llTVs 

The  Commission  has  been  unable  to  find  any  evidence  of  any  sales 
of  said  last  mentioned  bonds  being  made  during  said  years  other  than 
as  above  set  forth. 

That  during  the  said  time  the  St.  Paul  &  Duluth  Railroad  Company 
second  mortgage  bonds,  amounting  to  $2,000,000.00,  falling  due  in 
1917,  bearing  interest  at  5  per  cent,  sold  in  open  market  as  follows; 

For  the  year  1903: 

September    105 

November   106  107 

December 107% 

For  the  year  1904: 

January   107%  108% 

April  lOSVa 

November 107 

For  the  year  1905: 

February  108  109 

April 107%  108 

June    109 

For  the  year  1906: 

January  , 109^4 

February   110 

March.. 109% 

October    , 108 

November  107%  108% 

For  the  year  1907: 

February 108% 

May 106^ 

October 100 

The  Commission  has  been  unable  to  find  that  any  sales  of  said 
bonds  occurred  in  the  market  other  than  as  above  set  forth. 

That  hte  bonds  known  as  the  First  Consol  of  the  St.  Paul  &  Duluth 
Railroad  Company,  amounting  to  $1,000,000.00,  falling  due  in  1967, 
bearing  interest  at  4  per  cent,  sold  in  the  open  market  as  follows: 

For  the  year  1903: 

January  , 97  gg 

February   97 

March ggi^ 

November   951^ 

4— A 


50 


RAILROAD    COMMISSION    OF    WASHINGTON 


For  the  year  1904: 

August   96% 

For  the  year  1905: 

February  97%  101 

April   100% 

August   100 

October    lOOy^ 

November 100^/^ 

For  the  year  1906: 

July 100 

September 98% 

October   ^SVo 

The  Commission  has  been  unable  to  find  any  evidence  of  any  sales 
of  said  mortgage  bonds  having  occurred  at  other  times  during  said 
period. 

No.  48. 

That  as  before  stated,  the  capital  stock  of  the  Northern  Pacific 

Railway  Company  consists  of  1,550,000  shares,  of  the  par  value  of 
$100  per  share,  making  a  total  capital  stock  issue  of  $155,000,000.00. 
That  said  stock  has  sold  in  the  open  market  as  follows:  (The  first 
figures  hereinafter  given  representing  the  lowest  sale  during  the 
month,  and  the  second  figures  as  given  for  that  month  representing 
the  highest  figure  at  which  such  stock  sold.) 

For  the  year  1905: 

April ' : 165  178 

May    169y2  196 

June    : 181  190 

July    187%  208 

August   204  216 

September 205%  214 

October 201  212% 

November   291%  205% 

December    193%  207% 

For  the  year  1906  said  stock  sold  as  follows: 

January  199  211% 

February 205%  232% 

March 206%  223% 

April 193%  223 

May 179%  211% 

June   T 191  214 

July 190  205% 

August 203%  219% 

September 207%  219 

October 208%  218 

November   209%  228 

December    179%  224% 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  51 

For  the  year  1907  the  said  stock  sold  as  follows: 

January  149  189% 

February   144%  155% 

March 144%  146% 

April   126y2  139 

May 120  137% 

June    119ys  130% 

July 126  137% 

August  113  132% 

September 121  134% 

October    100%  132% 

November 102%  111% 

December    109%  121% 

No.  49. 

That  in  addition  to  the  properties  hereinbefore  set  out  as  being 
owned  by  the  Northern  Pacific  Railway  Company,  said  company  is  the 
owner  of  the  right  to  select  Government  land  in  lieu  of  lands  re- 
linquished by  it  to  the  United  States  included  within  its  land  grant 
in  the  state  of  Washington,  amounting  to  631,252.88  acres,  which  right 
the  Commission  estimates  to  be  of  the  reasonable  value  of  $8.00 
per  acre. 

And,  in  addition,  the  Northern  Pacific  Railway  Company  owns 
1,280,409.5  acres  of  public  land  granted  to  it  by  the  United  States, 
large  portions  of  which  lands  are  unsurveyed  and  have  not  yet  been 
examined,  and  the  value  is  not  ascertainable. 

That  of  the  entire  cost  of  reproducing  the  tunnels  on  the  entire 
system  of  the  Northern  Pacific  Railway  Company,  approximately 
62.3  per  cent,  thereof  would  be  expended  in  the  state  of  Washington. 

That  to  reproduce  the  bridges  on  the  entire  system,  31.6  per  cent, 
would  be  expended  in  the  state  of  Washington. 

That  in  order  to  reproduce  the  right-of-way  and  terminals  and  real 
estate  owned  and  held  by  the  Northern  Pacific  Railway  Company, 
on  its  entire  system,  for  railroad  purposes,  approximately  56.8  per  cent, 
thereof  would  be  expended  within  the  state  of  Washington. 

No.  50. 

That  grading  undergoes  what  is  ordinarily  termed  seasoning  and 
appreciates  for  a  number  of  years  after  construction,  such  appreciation, 
however,  is  included  in  the  present  market  value  of  the  line  herein- 
before given. 

No.  51. 

That  the  Great  Northern  and  the  Northern  Pacific  Railway  Com- 
pany jointly,  constructed  a  passenger  station  building  in  the  city 
of  Seattle,  said  station  building  costing,  exclusive  of  the  real  estate, 
the  sum  of  $549,633.39. 

That  the  same  was  erected  and  constructed  in  the  years  1904  and 
1905.     That  it  would  cost  the  Northern  Pacific  Railway  Company  to 


52  RAILROAD    COMMISSION    OF    WASHINGTON 

reproduce  its  one-half  interest  in  said  station  buildings,  exclusive  of 
real  estate  upon  which  the  same  is  situate,  the  sum  of  $280,000.00, 
which  sum  is  included,  however,  in  the  cost  of  reproduction  herein- 
before set  out,  and  the  market  value  herein  set  out. 

No.  52. 

That  for  the  sake  of  brevity  the  words  interstate  freight  and  inter- 
state tonnage  and  state  freight  and  state  tonnage  are  defined  and 
used  as  follows: 

Interstate  freight  or  interstate  tonnage  is  freight  or  tonnage  that 
originates  on  the  line  of  the  said  road  within  the  state  of  Washington, 
passing  over  the  lines  within  the  state  and  over  the  lines  of  said  road 
beyond  the  limits  of  the  state,  or,  freight  originating  outside  the 
state  of  Washington,  destined  to  points  within  the  state  and  passing 
over  the  lines  without  the  state  and  over  the  lines  within  the  state 
of  Washington;  or,  freight  originating  outside  the  state  of  Washing- 
ton, destined  to  points  without  the  state,  passing  over  the  lines  of  the 
said  railroad  without  the  state  and  over  the  said  lines  within  the 
state;  or,  freight  originating  within  the  state  of  Washington  destined 
to  points  within  the  state  of  Washington,  but  passing  over  the  lines 
of  the  said  railroad  both  within  and  without  the  state. 

State  freight  or  tonnage  as  hereafter  used  is  freight  originating 
on  the  lines  of  the  railroad  within  the  state  of  Washington  destined 
to  points  within  the  state  of  Washington,  and  passing  over  the  lines 
of  the  said  railroad  wholly  within  the  state. 

Interstate-  passengers  are  passengers  travelling  on  a  continuous 
contract  with  said  railroad  company  over  its  lines  both  within  and 
without  the  state. 

State  passengers  are  passengers  travelling  over  the  said  line  on 
continuous  contracts  on  the  lines  wholly  within  the  state  of  Wash- 
ington. 

No.  53. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Northern 
Pacific  Railway  Company  carried  over  its  lines  in  the  state  of  Wash- 
ington, 5,294,190  tons,  constituting  1,093,238,421  tons  of  freight  carried 
one  mile  over  its  said  lines. 

That  for  the  year  ending  June  30th,  1906,  the  said  company  carried 
over  its  lines  in  the  state  of  Washington,  7,152,234  tons,  constituting 
1,390,064,467  ton  miles. 

And  for  the  year  ending  June  30th,  1907,  the  said  company  carried 
over  its  said  lines  within  the  state,  7,954,873  tons,  constituting  1,392,- 
894,577  ton  miles. 

That  of  the  said  tons  carried  one  mile,  approximately  31  per  cent, 
thereof  was  state  freight  and  approximately  69  per  cent,  thereof  was 
Interstate  freight  and  tonnage. 

That  of  said  ton  miles  of  freight  carried  over  the  lines  in  the  state 
of  Washington,  approximately  21.02  per  cent,  thereof  was  grain,  in- 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  53 


eluding  wheat,  oats,  flour,  barley,  feed  and  flax,  and  of  which  ton 
miles  of  grain  63.04  per  cent,  thereof  was  state  tonnage  and  36.96  per 
cent  thereof  was  interstate  tonnage.  That  said  state  grain  was  hauled 
an  average  distance  of  255.5  miles  and  that  said  interstate  grain  was 
hauled  an  average  distance  of  561.8  miles,  387.3  miles  of  which  was 
over  the  lines  within  the  state  of  Washington  and  174.5  miles  of  which 
was  over  the  lines  of  said  company  outside  of  the  state  of  Washington. 
That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  42.13 
per  cent,  thereof  was  lumber,  of  which  lumber  6.33  per  cent,  was 
state  and  93.67  per  cent,  was  interstate.  That  the  average  distance 
hauled  of  such  lumber  was  state  110.9  miles,  interstate  1488  miles  of 
which  1060.8  miles  was  over  the  lines  of  the  said  road  without  the 
state  and  427.2  miles  was  over  the  lines  of  said  road  within  the 
state. 

That  of  said  ton  milfes  so  carried  as  aforesaid,  3.67  per  cent, 
thereof  consisted  of  logs  and  other  forest  products,  of  which  89.88 
per  cent,  was  state  freight  and  10.12  per  cent  was  interstate  freight, 
and  of  which  the  state  freight  was  hauled  an  average  distance  of  26.2 
miles  and  the  interstate  portion  thereof  238.1  miles,  144.2  miles  of  which 
was  over  the  lines  of  said  road  outside  the  state  of  Washington  and 
93.9  miles  of  which  was  over  the  lines  of  said  company  within  the 
state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  5.14  per  cent, 
thereof  consisted  of  coal,  of  which  75.03  per  cent,  was  state  tonnage 
and  24.97  per  cent,  was  interstate  tonnage.  That  said  state  tonnage 
was  hauled  an  average  distance  of  84  miles  and  said  interstate  coal 
an  average  distance  of  262.9  miles,  79.4  miles  of  which  was  over  the 
lines  of  the  said  company  outside  the  state  of  Washington  and  183.5 
miles  of  which  was  over  the  lines  of  the  said  company  within  the 
state   of  Washington. 

That  of  said  ton  miles  so  moved,  1.26  per  cent  thereof  consisted  of 
iron  and  steel  articles,  of  which  11.20  per  cent,  thereof  was  state 
freight  and  moved  an  average  distance  of  90.4  miles,  and  88.80  per 
cent,  thereof  was  interstate  freight  and  moved  an  average  distance 
of  1047.6  miles,  716.5  miles  of  which  was  over  the  lines  of  said  com- 
pany without  the  state  of  Washington  and  331.1  miles  was  over  the 
lines  of  the  said  company  within  the  state. 

That  of  said  ton  miles  so  moved  as  aforesaid,  .55  per  cent,  thereot 
consisted  of  steel  rails,  of  which  rails  7.56  per  cent,  was  state  freight 
and  moved  an  average  distance  of  84.4  miles,  and  92.44  per  cent, 
thereof  was  interstate  freight  and  moved  an  average  distance  of 
1130  miles,  770.9  miles  of  which  was  hauled  over  the  lines  of  the 
said  company  without  the  state  and  359.1  miles  of  which  was  hauled 
over  the  lines  of  the  said  company  within  the  state. 

That  of  said  ton  miles  so  moved  as  aforesaid,  1.16  per  cent,  thereof 
consisted  of  live  stock,  of  which  31.83  per  cent,  was  state  freight  and 


54,  RAILROAD   COMMISSION   OF   WASHINGTON 

moved  an  average  distance  of  175.9  miles,  and  68.17  per  cent,  thereof 
was  interstate  freight  and  moved  an  average  distance  of  780  miles, 
535.6  miles  of  which  was  over  the  lines  of  said  company  without  the 
state  and  244.4  miles  was  over  the  lines  of  said  company  within  the 
state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  2.25 
per  cent,  thereof  consisted  of  hay,  of  which  77.78  per  cent,  thereof  was 
state  freight  and  moved  an  average  distance  of  162.8  miles,  and  22.22 
per  cent,  thereof  was  interstate  freight  and  moved  an  average  dis- 
tance of  779.09  miles,  413  miles  of  which  was  over  the  lines  of  said 
company  without  the  state  and  366.09  miles  of  which  were  over  the 
lines  of  said  company  within  the  state. 

That  of  said  ton  miles  of  freight  hereinbefore  mentioned,  .61  per 
cent,  thereof  consisted  of  machinery,  of  which  11.11  per  cent,  was 
state  freight,  moving  an  average  distance  of  78.8  miles,  and  88.89  per 
cent  thereof  was  interstate  freight,  moving  an  average  distance  of 
1184.6  miles,  811.6  miles  of  which  was  over  the  lines  of  the  said 
company  without  the  state  and  373  miles  of  which  was  over  the  lines 
of  the  said  company  within  the  state. 

That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  .04  per 
cent,  thereof  consisted  of  fresh  meat,  of  which  31.05  per  cent  was 
state  freight,  moving  an  average  distance  of  84.9  miles,  and  68.95 
per  cent,  thereof  was  interstate  freight,  moving  an  average  distance 
of  916.7  miles,  665  miles  of  which  was  over  the  lines  of  said  company 
without  the  state  and  251.7  miles  of  which  was  over  the  line  of  said 
company  within  the  state. 

'  That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  .15  per 
cent,  thereof  consisted  of  packing  house  products,  all  of  which  was 
interstate  freight  moving  an  average  distance  of  886.3  miles,  589.9 
miles  of  which  was  over  the  lines  of  the  said  company  without  the 
state  and  286.4  miles  of  which  was  over  the  lines  of  the  said  company 
within  the  state. 

That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  1.14  per 
cent,  consisted  of  canned  salmon,  3.71  per  cent,  of  which  was  state 
freight  moving  an  average  distance  of  119.1  miles,  and  96.29  per  cent, 
wsa  interstate  freight,  moving  an  average  distance  of  1159.08  miles, 
795.1  miles  of  which  was  over  the  lines  of  the  said  company  without 
the  state  and  364.7  miles  of  which  was  over  the  said  lines  of  the 
company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  .06  per 
cent,  thereof  consisted  of  butter,  eggs  and  cheese,  all  of  which  was 
interstate  and  moved  an  average  distance  of  905.3  miles,  627  miles  of 
which  was  over  the  lines  of  the  said  company  without  the  state  and 
278.3  miles  of  which  was  over  the  lines  of  the  said  company  within 
the  state. 

That  of  the  said  ton  miles  so  moved  as  aforesaid,  .24  per  cent, 
thereof  consisted  of  brick  and  stone,  of  which  70.88  per  cent,  thereof 
was  state  freight  moving  an  average  distance  of  59.5  miles,  and  29.12 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  55 

per  cent,  thereof  was  interstate  freight  moving  an  average  distance  of 
192.7  miles,  130.2  miles  of  which  was  over  the  lines  of  said  company 
without  the  state  and  62.5  miles  of  which  was  over  the  lines  of  the 
said  company  within  the  state. 

That  of  said  ton  mlie^  so  moved  as  aforesaid,  1.16  per  cent,  thereof 
consisted  of  lime,  cement  and  plaster,  17.15  per  cent,  of  which  was  state 
freight  moving  an  average  distance  of  226.3  miles,  and  82.85  per  cent, 
of  which  was  interstate  freight  moving  an  average  distance  of  1049.5 
miles,  719  miles  of  which  was  over  the  lines  of  the  said  company  with- 
out  the  state  and  330.5  miles  of  which  was  over  the  lines  of  the  said 
company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  .04 
per  cent,  thereof  consisted  of  sand  and  gravel,  46  per  cent,  of  which 
consisted  of  state  freight,  moving  an  average  distance  of  39.6  miles, 
and  54  per  cent,  of  which  .consisted  of  interstate  freight,  moving  an 
average  distance  of  778.2  miles,  482.3  miles  of  which  was  over  the 
lines  of  the  said  company  without  the  state  and  295.3  miles  of  which 
was  over  the  lines  of  the  said  company  within  the  state. 

That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  .43  per  cent 
thereof  consisted  of  fresh  fruit,  of  which  3.07  was  state  freight  mov- 
ing an  average  distance  of  149.1  miles,  and  96.93  per  cent,  thereof 
was  interstate  freight  moving  an  average  distance  of  936.6  miles, 
641.3  miles  of  which  was  over  the  lines  of  the  said  company  without 
the  state,  and  ^95.3  miles  of  which  was  over  the  lines  of  the  said 
company  within  the  state. 

That  of  said  ton  miles  of  freight  so  moved  as.  aforesaid,  .31  per 
cent,  thereof  consisted  of  vegetables,  of  which  75.32  per  cent,  was 
state  freight  moving  an  average  distance  of  113.3  miles,  and  24.68 
per  cent,  thereof  was  interstate  freight  moving  an  average  distance 
of  520.7  miles,  342.5  miles  of  which  was  over  the  lines  of  the  said 
company  without  the  state  and  178.2  miles  of  which  was  over  the 
lines  of  the  said  company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  .33 
per  cent,  thereof  consisted  of  beer  and  liquors,  32.73  per  cent,  of  which 
was  state  freight  moving  an  average  distance  of  39.9  miles,  and  67.27 
per  cent,  thereof  was  interstate  freight  moving  an  average  distance 
of  520.1  miles,  354.2  miles  of  which  was  over  the  lines  of  the  said 
company  without  the  state  and  165.9  miles  of  which  was  over  the 
lines  of  the  said  company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  .17  per 
cent,  consists  of  new  furniture,  of  which  16.73  per  cent,  was  state 
freight  moving  an  average  distance  of  207.3  miles,  and  83.27  per  cent, 
of  which  was  interstate  freight  moving  an  average  distance  of  973.1 
miles,  677.5  miles  of  which  was  over  the  lines  of  the  said  company 
without  the  state,  and  295.6  miles  of  which  was  over  the  lines  of  the 
said  company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  2.60 
per  cent,  thereof  consists  of  ore,  of  which  6.21  per  cent,  was  state 


5g  RAILROAD   COMMISSION    OF    WASHINGTON 

freight  moving  an  average  distance  of  114.8  miles,  and  93.79  per  cent, 
of  which  was  interstate  freight  moving  an  average  distance  of  968.1 
miles,  663.5  miles  of  which  was  over  the  lines  of  the  said  company 
without  the  state,  and  304.6  miles  of  which  was  over  the  lines  of  the 
said  company  within  the  state. 

That  of  the  said  ton  miles  of  freight  so  moved  as  aforesaid,  .17  per 
cent  .thereof  was  hops,  of  which  2  per  cent,  consisted  of  state  freight 
moving  an  average  distance  of  49  miles,  and  98  per  cent  of  which  con- 
sisted of  interstate  freight  moving  an  average  distance  of  992.4  miles, 
688.4  miles  of  which  was  over  the  lines  of  the  said  company  without 
the  state  and  304  miles  of  which  was  over  the  lines  of  the  said  com- 
pany within  the  state. 

That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  .07  per 
cent,  consisted  of  agricultural  implements,  all  of  which  was  interstate 
freight,  moving  an  average  distance  of  666.1  miles,  447.3  miles  of 
which  was  over  the  lines  of  the  said  company  without  the  state  and 
218.8  miles  of  which  was  over  the  lines  of  the  said  company  within 
the  state. 

That  of  said  ton  miles  of  freight  so  moved  as  aforesaid,  approxim- 
ately 4  per  cent  thereof  consisted  of  freight  in  less  than  car  load 
lots,  of  which  26.13  per  cent,  thereof  was  state  freight  moving  an 
average  distance  of  89  miles,  and  73.87  per  cent,  of  which  was  inter- 
state freight  moving  an  average  distance  of  851.2  miles,  608.5  miles  of 
which  was  over  the  lines  of  the  said  company  without  the  state  and 
242.7  miles  of  which  was  over  the  lines  of  the  said  company  within 
the  state. 

That  the  balance  of  the  said  ton  mile,  approximating  11.30  per  cent., 
consisted  of  miscellaneous  car  load  freight,  moving  under  special 
commodity  rates  consisting  of  more  than  100  commodities,  of  which 
approximately  8  per  cent,  was  state  freight  moving  an  average  distance 
of  85  miles,  and  92  per  cent,  of  which  was  interstate  freight  moving 
an  average  distance  of  1050  miles,  720  miles  of  which  was  over  the 
lines  of  said  road  without  the  state  and  330  miles  of  whcih  was  over 
the  lines  of  the  said  road  within  the  state. 

That  of  the  said  freight  hereinbefore  referred  to,  the  average  net 
weight  per  car  is  as  follows: 

On  wheat,  state,  32.4  tons  per  car;  interstate,  wheat,  82.2  tons 
per  car. 

On  oats  .state,  24.2  tons  per  car;  interstate,  28.1  tons  per  car. 

On  flour,  state,  22.5  tons  per  car;  interstate,  20  tons  per  car. 

On  barley,  state,  28.8  tons  per  car;  interstate,  32.7  tons  per  car. 

On  feed,  state,  17.6  tons  per  car;  interstate,  20.5  tons  per  car. 

On  corn,  state,  17.5  tons  per  car;  interstate,  31.7  tons  per  car. 

on  flax,  (all  of  which  was  interstate),  33  tons  per  car. 

On  fir  lumber,  state,  24.6  tons  per  car;  interstate,  23.9  tons  per 
car. 

On  cedar  lumber  and  shingles,  state,  20.7  tons  per  car;  interstate, 
16.7  tons  per  car. 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  5*7 

On  logs  and  other  forest  products,  state,  32.6  tons  per  car;  inter- 
state, 20.3  tons  per  car.    No  logs  were  carried  interstate. 

On  coal,  state,  32.1  tons  per  car;  interstate,  29.2  tons  per  car. 

Iron  and  steel,  state  21.3  tons  per  car;  interstate,  27.6  tons  per 
car. 

Iron  and  steel  rails,  state,  31.5  tons  per  car;  interstate,  32  tons 
per  car. 

On  live  stock,  state,  12.2  tons  per  car;  interstate,  10.8  tons  per  car. 
On  hay,  state,  12.9  tons  per  car;  interstate,  13.9  tons  per  car. 

Machinery,  state,  15.9  tons  per  car;  interstate,  16.6  tons  per  car. 

Fresh  meat,  state,  11.7  tons  per  car;  interstate,  10  tons  per  car. 

Packing  house  products,  all  of  which  is  interstate,  13.9  tons  per  car. 

Salmon,  canned,  state,  19.5  tons  per  car;  interstate,  23.9  tons  per 
car. 

Butter,  eggs  and  cheese;  all  of  which  was  interstate,  12.7  tons  per 
car. 

Brick  and  stone,  state,  28.5  tons  per  car;  interstate,  24.4  tons  per 
car. 

Lime,  cement  and  plaster,  state,  25.2  tons  per  car;  interstate,  29 
tons  per  car. 

Sand  and  gravel,  state,  28.6  tons  per  car;  interstate,  28  tons  per 
car. 

Fresh  fruit,  state,  12.6  tons  per  car;  interstate,  13.8  tons  per  car. 

Vegetables,  state,  13.5  tons  per  car;   interstate,  13.6  tons  per  car. 

Beer  and  liquor,  state,  14.9  tons  per  car;  interstate,  16.4  tons 
per  car. 

Furniture,  new,  state,  9.1  tons  per  car;  interstate,  10  tons  per  car. 

Ore,  state,  36  tons  per  car;  interstate,  29.6  tons  per  car. 

Hops,  state,  7.5  tons  per  car;  interstate,  14.7  tons  per  car. 

Agricultural  implements,  state,  all  of  which  is  state,  14.7  tons 
per  car. 

No.  54. 

That  the  figures  hereinbefore  given  showing  the  traffic  movement 
over  the  lines  of  the  Northern  Pacific '  Railway  Company  for  the 
years  1905,  1906  and  1907,  do  not  include  the  traffic  moveemnt  passing 
over  the  line  of  the  Washington  &  Columbia  River  division  or  of  the 
Port  Townsend  Southern  division  which  are  hereinafter  given. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Washington  & 
Columbia  River  Railroad  Company  carried  over  its  lines  in  the  state 
of  Washington,  from  which  it  received  revenue,  316,263  tons  of  freight, 
aggregating  10,916,106  tons  carried  one  mile. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  road  car- 
ried over  its  lines  in  the  state  of  Washington,  304,730  tons,  constituting 
11,567,728  tons  carried  one  mile. 

That  of  said  tons  carried  one  mile,  approximately  82.52  per  cent, 
thereof  was  state  freight  ,and  17.48  per  cent,  thereof  was  interstate 
freight. 


58  RAILROAD  COMMISSION  OP  WASHINGTON 

That  of  said  ton  miles  of  freight  carried  over  the  lines  in  the 
state  of  Washington,  approximately  53.56  per  cent,  thereof  was 
grain,  of  which  85.12  per  cent,  thereof  was  state  grain,  and  14.88  per 
cent,  thereof  was  interstate. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  11.43 
per  cent,  thereof  was  lumber,  of  which  92.78  per  cent,  was  state  and 
7.22  per  cent,  thereof  was  interstate. 

That  of  said  ton  miles  so  carried  as  aforesaid,  2.32  per  cent, 
thereof  consisted  of  logs  and  forest  products  other  than  lumber,  of 
which  92.91  per  cent,  was  state  and  7.09  per  cent,  thereof  was  inter- 
state. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  3.55 
per  cent,  thereof  consisted  of  coal,  of  which  88.68  per  cent,  thereof 
was  state  and  11.32  per  cent,  thereof  was  interstate. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  4.64 
per  cent,  consisted  of  freight  in  less  car  loads,  of  which  62.63  per  cent, 
thereof  was  state  and  37.37  per  cent,  thereof  was  interstate  freight. 

That  of  the  remaining  freight,  approximating  24.43  per  cent.,  con- 
sisted of  commodities  in  mixed  car  loads  and  freight  carried  at  com- 
modity rates  aggregating  many  different  commodities,  of  which  ap- 
proximately 73.92  per  cent,  thereof  was  state  and  26.08  per  cent, 
thereof  was  interstate. 

That  for  the  year  ending  June  30th,  1906,  the  Washington  &  Colum- 
bia River  Railroad  Company  carried  over  its  lines  in  the  state  of  Wash- 
ington, 69,754  revenue  earning  passengers,  constituting  2,393,437  passen- 
ger miles;  that  said  passengers  were  carried  an  average  distance  of 
34.31  miles  and  paid  an  average  per  passenger  per  mile  of  $.02252. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  Washington  & 
Columbia  River  Railway  Company  carried  over  its  lines  in  the  state 
of  Washington,  74,372  revenue  earning  passengers,  constituting  2,684,- 
509  passenger  miles;  that  said  passengers  were  carried  an  average 
distance  of  36.10  miles  and  said  passengers  paid  an  average  of  $.0232 
per  passenger  mile. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  road 
received  for  the  carrying  of  mail,  $4,193.33;  that  it  received  from  the 
express  companies  doing  business  over  its  line,  $6,871.91;  that  it  re- 
ceived from  extra  baggage  and  storage,  $564.73;  that  it  received  from 
demurrage,  $712.00;  that  it  received  from  freight  storage,  $24.70; 
that  it  had  a  balance  due  it  for  switching  charge  amounting  to 
$112.00;  from  rents  of  tracks,  yards  and  terminals,  $78.00. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  company 
earned  from  carrying  mail,  $6,778.52;  that  it  received  from  the  ex- 
press companies  doing  business  over  its  line,  $7,001.70;  that  it  received 
from  extra  baggage  and  storage,  $586.56;  that  it  received  from  de- 
murrage, $700.00;  that  it  received  from  storage,  $79.95;  that  it  had 
a  balance  due  it  for  switching  charges  of  $131.00,  and  from  the  rents 
of  tracks,  yards  and  terminals,  $78.00. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  59 

That  of  said  express  business  approximately  59  per  cent,  thereof 
was  express  local  to  the  state  of  Washington,  and  approximately  41 
per  cent  .theerof  was  interstate  express  business. 

No.  55. 

That  the  Port  Townsend  Southern  Railroad  Company  carried  over 
its  lines  in  the  state  of  Washington,  for  the  fiscal  year  ending  June 
30th,  1905,  23,647  tons  of  revenue  earning  freight  constituting  257,175 
ton  miles. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  road  car- 
ried over  its  line  in  the  state  of  Washington,  36,701  tons  of  revenue 
earning  freight,  constituting  306,629  ton  miles. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  road 
carried  over  its  line  in  the  state  of  Washington,  40,967  tons  of  revenue 
earning  freight,  constituting  430,611  ton  miles. 

That  said  road  received  from  earnings  for  the  carrying  of  mail 
for  the  year  1905,  $1,490.87,  from  the  express  companies  doing  business 
over  its  line  the  sum  of  $287.91;  that  it  received  from  extra  baggage 
and  storage,  $157.82;  that  it  received  for  switching  charges,  $1,332.00. 
and  that  it  received  from  rents  the  sum  of  $133.00. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  road 
received  for  carrying  mail,  $1,948.75;  from  express  companies  operat- 
ing over  its  line,  $701.24;  from  baggage  and  storage,  $145.20;  from 
demurrage,  $59.00,  and  from  rents,  etc.,  $28.00. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  road  re- 
ceived from  carrying  mail,  $1,987.61;  from  express  companies  doing 
business  over  its  line,  $298.08;  from  baggage  and  storage,  $87.22;  that 
it  received  for  switching  charges,  $10,755.70,  and  from  rents  and  other 
sources,  $258.00. 

No.  56. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Northern  Pacific 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington, 
from  which  it  received  revenue,  2,117,529  passengers,  constituting 
149,597,279  passenger  miles,  and  that  said  passengers  were  carried 
an  average  distance  of  70.65  miles.  That  the  said  passengers  paid  to 
the  said  railway  company  an  average  of  $1.64324,  being  an  average 
charge  per  mile  of  $.02326. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Northern  Pa- 
cific Railway  Company  carried  over  its  lines  in  the  state  of  Washing- 
ton, from  which  it  received  revenue,  2,600,317  passengers,  constituting 
221,569,644  passenger  miles,  and  that  said  passengers  were  carried  an 
average  distance  of  85.21  miles.  That  said  passengers  paid  to  the 
said  railway  company  an  average  of  $1.82694,  constituting  an  average 
rate  of  $.02144  per  mile. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  Northern  Pa- 
cific Railway  Company  carried  over  its  lines  in  the  state  of  Wash- 
ington, from  which  it  received  revenue,  3,174,563  passengers,  consti- 


60  RAILROAD  COMMISSION   OP   WASHINGTON 

tuting  224,214,106  passenger  miles,  carrying  said  passengers  an  aver- 
age distance  of  70.63  miles.  That  the  said  railway  company  received 
from  said  passengers  an  average  of  $1.69115,  making  an  average  rate 
per  mile  of  $.02394. 

That  the  traffic  above  specified  includes  all  passengers  carried  over 
the  lines  in  the  state  of  Washington,  for  the  said  fiscal  years,  whether  the 
said  passengers  were  state  or  interstate,  the  interstate  passengers 
being  apportioned  to  the  state  of  Washington  on  a  strictly  passenger 
mileage  basis. 

That  of  the  passengers  carried  during  the  said  fiscal  years,  ap- 
proximately 72.4  per  cent,  thereof  were  state  passengers  and  27.6  per 
cent,  were  interstate  passengers. 

That  of  the  passenger  miles  above  enumerated,  approximately  37.1 
per  cent,  thereof  was  state  and  62.9  per  cent,  thereof  was  interstate. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  pas- 
sengers were  carried  an  average  distance  per  passenger  of  43.61  miles 
state,  and  interstate  passengers  passing  over  the  lines  in  the  state 
of  Washington  were  carried  an  average  distance  of  194.18. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  average  receipts 
per  passenger  per  mile  of  state  passengers  were  $.02703,  and  the 
average  receipts  per  passenger  per  mile  of  interstate  passengers  was 
$.01815. 

No.  57. 

That  the  Northern  Pacific  Railroad  Company  has  contracted  with 
the  express  company  doing  business  over  its  lines,  by  which  it  received 
50  per  cent,  of  the  gross  receipts  whether  such  business  is  state  or 
interstate. 

That  in  its  report  for  the  fiscal  year  ending  June  30th,  1905,  1906, 
and  1907,  said  railroad  has  apportioned  to  the  state  of  Washington,  its 
express  business,  on  the  express  car  mileage  basis.  That  said  reports 
show,  based  as  aforesaid,  that  for  the  fiscal  year  ending  June  30th, 

1905,  said  railroad  received  from  its  express  business  in  Washington 
the  sum  of  $228,762.18.     That  for  the  fiscal  year  ending  June   30th, 

1906,  it  received  the  sum  of  $294,954.77,  and  that  for  the  fiscal  year 
ending  June  30th,  1907,  it  received  the  sum  of  $338,245.17. 

The  Commission  finds  that  for  the  fiscal  year  ending  June  30th, 
1906,  that  of  the  express  business  done  over  the  lines  in  the  state  of 
Washington,  the  Northern  Pacific  Railway  Company  received  from 
such  express  company  for  business  strictly  state,  $172,758.90,  and  that 
the  amount  paid  said  railroad  for  its  interstate  business,  apportioned 
strictly  on  a  mileage  basis,  jvould  in  said  year  have  amounted  to 
$112,078.50,  making  a  total  earning  as  apportioned  from  express  busi- 
ness for  that  year,  the  sum  of  $248,837.40. 

The  Commission  finds  that  of  the  express  business  so  reported  by 
said  railroad,  approximately  60  per  cent,  thereof  was  earnings  from 
state  business  and  40  per  cent,  thereof  was  earnings  from  interstate 
business. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  Qi 

No.  58. 

The  Commission  finds  that  the  Northern  Pacific  Railway  Company- 
has  a  contract  with  the  United  States  for  carrying  mail  over  its  lines, 
and  that  the  said  railway  company  is  paid  for  carrying  said  mail 
according  to  the  weight  of  mail  carried. 

That  approximately  56.73  per  cent,  of  the  mail  carried  over  the 
lines  of  the  said  railway  in  the  state  of  Washington,  is  interstate 
mail,  and  approximately  43.27  per  cent,  thereof  is  mail  local  to  the 
state  of  Washington. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  United  States 
paid  to  the  Northern  Pacific  Railway  Company  for  carrying  mail 
over  its  lines  in  the  state  of  Washington,  the  sum  of  $225,471.11. 

No.  59. 

The  Commission  finds  that  the  Northern  Pacific  Railway  Company 
earned  for  the  fiscal  year  ending  June  30th,  1906,  within  the  state  of 
Washington,  over  and  above  what  it  paid  out,  for  switching,  the  sum 
of  $97,860.04. 

That  it  received  from  demurrage  and  storage  charges  the  sum  of 
$90,534.73. 

That  it  received  from  rents  of  tracks,  yards,  etc.,  within  the  state, 
the  sum  of  $10,748.41. 

That  it  received  from  wharfage  and  dockage  connected  with  its 
rail  lines  the  sum  of  $48,138.20. 

That  it  received  from  lunch  stands,  etc.,  operated  in  connection 
with  its  railway  systems,  $34,119.41. 

That  it  received  from  the  operation  of  special  trains  the  sum  of 
$3,439.67. 

That  it  received  from  dining,  grill,  observation  and  sleeping  cars 
local  to  Washington,  (the  same  benig  prorated  on  basis  of  passenger 
earnings),  from  state  business,  $66,882.70,  and  prorate  on  the  passenger 
earnings  from  interstate  business,  $76,365.03. 

And  that  the  said  railway  company  received  and  credited  from 
rents  of  buildings,  land,  wharves,  etc.,  the  sum  of  $189,051.61. 

No.  60. 

That  the  Northern  Pacific  Railway  Company's  lines  operated  in  the 
state  of  Washington  are  divided  in  operating  divisions  as  hereinafter 
stated. 

A  division  extending  from  Trout  Creek,  Montana,  to  Wallula, 
Washington,  a  distance  of  292.80  miles,  of  which  178  miles  is  situate 
within  the  state  of  Washington.  That  on  said  division  between  Trout 
Creek  and  Wallula  there  are  460  curves  with  an  aggregate  length  of 
curve  line  amounting  to  79.52  miles;  that  there  is  213.28  miles  of 
straight  line  and  56.91  miles  of  level  track;  that  the  ascending  grades 
number  110,  aggregating  an  ascent  of  7,035  feet,  said  ascending  grades 
having  an  aggregate  length  of  67.59  miles;  that  the  descending  grades 


62 


RAILROAD    COMMISSION    OF    WASHINGTON 


number  164,  making  an  aggregate  descent  of  4,658  feet,  and  an  aggre- 
gate length  of  said  descending  grade  of  168.80  miles. 

That  on  the  operating  division  extending  from  Pasco  to  Ellens- 
burg,  being  125.92  miles  in  length,  there  are  143  curves  with  an  aggre- 
gate length  of  curve  line  amounting  to  35.32  miles;  that  there  is  90.6 
miles  of  straight  line  and  30.82  miles  of  level  track;  that  the  ascending 
grades  number  49,  aggregating  an  ascent  of  1529  feet,  said  ascending 
grades  having  an  aggregate  length  of  78.09  miles;  that  the  descending 
grades  number  25,  making  an  aggregate  descent  of  504  feet,  and  an 
aggregate  length  of  said  descending  grade  of  17.01  miles. 

That  on  the  operating  division  extending  from  Ellensburg  to  Ta- 
coma,  being  124.46  miles  in  length,  there  are  223  curves,  with  an 
aggregate  length  of  curved  line  amounting  to  38.02  miles;  that  there 
are  86.44  miles  of  straight  track  and  17.96  miles  of  level  track.  That 
the  ascending  grades  number  38,  aggregating  an  ascent  of  1460  feet, 
said  ascending  grades  having  an  aggregate  length  of  44.44  miles;  that 
there  are  34  descending  grades,  making  a  descent  of  2590  feet,  said 
descending  grades  having  an  aggregate  length  of  62.05  miles. 

That  on  the  operating  division  between  Tacoma  and  Portland,  Ore., 
being  144.63  miles  in  length,  101  miles  of  which  is  situate  within  the 
state  of  Washington,  there  are  209  curves,  aggregating  43.29  miles  in 
length;  that  there  is  101.34  miles  of  straight  track,  and  53.37  miles  of 
level  track;  that  the  ascending  grades  number  33,  aggregating  an 
ascent  of  1312  feet,  said  ascending  grades  aggregating  37.67  miles  in 
length;  that  there  are  135  descending  grades,  making  an  aggregate 
descent  of^  1320  feet,  said  descending  grades  having  an  aggregate 
length  of  53.59  miles. 

That  on  the  operating  division  between  Auburn,  Washington,  and 
Seattle,  Washington,  being  22.13  miles  in  length,  there  are  19  curves, 
aggregating  a  length  of  4.62  miles;  that  there  is  17.51  miles  of  straight 
track  and  7.30  miles  of  level  track;  that  there  are  5  ascending  grades, 
making  an  aggregate  ascent  of  42  feet,  having  an  aggregate  length 
of  3.27  miles;  that  there  are  5  descending  grades,  making  an  aggregate 
descent  of  100  feet,  having  an  aggregate  length  of  11.66  miles. 

That  on  the  operating  division  from  Seattle  to  Sumas,  being  125.92 
miles  in  length,  there  are  255  curves,  aggregating  41.17  miles  in 
length;  that  there  is  84.75  miles  of  straight  track  and  25.13  miles  of 
level  track;  that  there  are  222  ascending  grades,  making  an  aggregate 
ascent  of  1984  feet,  with  an  aggregate  length  of  47.54  miles;  that  there 
are  170  descending  grades,  making  an  aggregate  descent  of  1859  feet, 
having  an  aggregate  length  of  53.25  miles. 

That  on  the  Twenty-third  street  line  in  Tacoma,  Washington,  being 
1.95  miles  in  length,  there  are  5  curves,  aggregating  .55  miles  in 
length;  that  there  is  1.40  miles  of  straight  track;  that  there  is  1.10 
miles  of  level  track;  that  there  is  one  ascending  grade  making  an 
ascent  of  5  feet,  having  an  aggregate  length  of  .85  miles. 

That  on  the  Colorado  street  line  in  Seattle,  being  2.77  miles  in 
length,  there  are  4  curves,  with  an  aggregate  length  of  .37  miles;  that 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  gg 

there  is  2.40  miles  of  straight  track,  and  1.76  miles  of  level  track;  that 
there  are  two  ascending  grades  making  an  aggregate  ascent  of  2  feet, 
having  an  aggregate  length  of  .32  miles;  that  there  are  2  descending 
grades,  with  an  aggregate  descent  of  6  feet,  having  an  aggregate 
length  of  .62  miles. 

That  on  that  portion  of  tne  line  extending  from  Marshall,  Washing- 
ton, to  Lewiston,  Idaho,  being  138.76  miles  in  length,  97  miles  of 
which  is  situate  within  the  state  of  Washington,  there  are  415  curves, 
having  an  aggregate  length  of  60.22  miles;  that  there  is  78.54  miles 
of  straight  track,  and  12.32  miles  of  level  track;  that  there  are  50 
ascending  grades,  making  an  aggregate  ascent  of  1908  feet,  having  an 
aggregate  length  of  49.48  miles;  that  there  are  66  descending  grades, 
making  an  aggregate  descent  of  1768  feet,  having  an  aggregate  length 
of  76.36  miles. 

That  on  that  portion  of  the  line  extending  from  Pullman  to  Genesee, 
Idaho,  being  27.50  miles  in  length,  7  miles  of  which  are  situated  within 
the  state  of  Washington,  there  are  52  curves  with  an  aggregate 
length  of  10.80  miles;  that  there  are  16.70  miles  of  straight  track  and 
6.28  miles  of  level  track;  that  there  are  22  ascending  grades,  making 
an  aggregate  ascent  of  479  feet,  with  an  aggregate  length  of  17  miles; 
that  there  are  6  descending  grades,  making  an  aggregate  descent  of 
186  feet,  having  an  aggregate  length  of  4.22  miles. 

That  on  that  portion  of  the  line  extending  from  Belmont,  Washing- 
ton ,to  Farmington,  Washington,  being  a  distance  of  5.88  miles,  there 
are  14  curves,  having  an  aggregate  length  of  1.54  miles;  that  there 
are  4.34  miles  of  straight  track,  and  .10  miles  of  level  track;  that 
there  are  2  ascending  grades,  making  an  aggregate  ascent  of  168  feet, 
having  an  aggregate  length  of  4.90  miles;  that  there  is  one  descending 
grade,  making  a  descent  of  50  feet,  having  a  length  of  .84  miles. 

That  on  that  portion  of  the  line  extending  from  Sunnyside  Junction 
to  Grand  View,  being  20.15  miles  in  length,  there  are  10  curves,  with 
an  aggregate  length  of  3.48  miles;  that  there  is  16.67  miles  of  straight 
track,  and  1.94  miles  of  level  track;  that  there  are  7  ascending  grades, 
making  an  aggregate  ascent  of  175  feet,  having  an  aggregate  length 
of  11.95  miles;  that  there  are  5  descending  grades,  making  an  aggre- 
gate descent  of  78  feet,  having  an  aggregate  length  of  6.25  miles. 

That^on  that  portion  of  the  line  extending  from  Cle  Elum  to  Ronald, 
a  distance  of  5,41  miles,  there  are  21  curves  with  an  aggregate  length 
of  2.50  miles;  that  there  are  2.51  miles  of  straight  track;  that  there 
is  one  ascending  grade,  making  an  ascent  of  474  feet,  having  a  length 
of  5.41  miles. 

That  on  that  portion  of  the  line  extending  from  Palmer  Junction 
to  Meeker,  being  33.57  miles  in  length,  there  are  40  curves,  having  an 
aggregate  length  of  6.94  miles;  that  there  is  26.63  miles  of  straight 
track  and  4.55  miles  of  level  track;  that  there  are  5  ascending  grades, 
making  an  aggregate  ascent  of  109  feet  and  having  an  aggregate 
length  of  3.51  miles;  that  there  are  10  descending  grades,  making  an 


g4  RAILROAD    COMMISSION    OF    WASHINGTON 


aggregate   descent   of   925   feet,   and  having  an   aggregate   length   of 
25.41  miles. 

That  on  that  portion  of  the  line  extending  from  Kanasket  to  End 
of  Track,  being  14.79  miles  in  length,  there  are  61  curves,  having  an 
aggregate  length  of  6.65  miles;  that  there  are  8.14  miles  of  straight 
track  and  9.5  miles  of  level  track;  that  there  are  6  ascending  grades 
with  an  aggregate  ascent  of  793  feet,  and  having  an  aggregate  length 
of  9.18  miles;  that  there  are  5  descending  grades,  making  an  aggre- 
gate descent  of  279  feet,  and  having  an  aggregate  length  of  4.66  miles. 

That  on  that  portion  of  the  line  extending  from  Cascade  Junction 
to  Pittsburg,  being  3.53  miles  in  length,  there  are  15  curves,  having  an 
aggregate  length  of  1.60  miles;  that  there  are  1.93  miles  of  straight 
track;  that  there  is  one  ascending  grade,  making  an  ascent  of  166 
feet  and  having  a  length  of  3.53  miles. 

That  on  that  portion  of  the  line  extending  from  Cascade  Junction, 
Wilkenson  and  Fairfax,  being  a  distance  of  16.62  miles,  there  are  39 
curves,  having  an  aggregate  length  of  7.12  miles;  that  there  is  9.50 
miles  of  straight  track  and  .97  miles  of  level  track;  that  there  are  9 
ascending  grades  making  an  aggregate  ascent  of  281  feet  and  having 
an  aggregate  length  of  15.34  miles;  that  there  are  2  descending  grades, 
making  an  aggregate  descent  of  7  feet,  and  having  an  aggregate  length 
of  .31  miles. 

That  on  that  portion  of  the  line  extending  from  Crocker  to  Wingate, 
being  5.44  miles  in  length,  there  are  44  curves,  having  an  aggregate 
length  of  3.05  miles;  that  there  are  2.39  miles  of  straight  track  and 
.04  miles  of  level  track;  that  there  are  2  ascending  grades,  making  an 
aggregate  ascent  of  376  feet  and  having  an  aggregate  length  of  5.40 
miles. 

That  on  that  portion  of  the  line  from  Orting  to  Puyallup,  being  a 
distance  of  7.60  miles,  there  are  16  curves,  having  an  aggregate  length 
of  2.20  miles;  that  there  is  5.40  miles  of  straight  track;  that  there 
is  one  ascending  grade,  making  an  ascent  of  353  feet  and  having  a 
length  of  7.60  miles. 

That  on  that  portion  of  the  line  from  Woodinville  to  Sallal,  being 
a  distance  of  39.19  miles,  there  are  94  curves,  having  an  aggregate 
length  of  12.93  miles;  that  there  is  26.26  miles  of  straight  track  and 
11.27  miles  of  level  track;  that  there  are  29  ascending  grades,  making 
an  aggregate  ascent  of  874  feet  and  having  an  aggregate  length  of 
20.84  miles;  that  there  is  21  descending  grades,  making  a  total  de- 
scent of  285  feet  and  having  an  aggregate  length  of  7.08  miles. 

That  on  that  portion  of  the  line  extending  from  Snohomish  to 
Everett,  being  11.41  miles  in  length,  there  are  29  curves,  having  an 
aggregate  length  of  2.78  miles;  that  there  is  8.63  miles  of  straight 
track  and  5.07  miles  of  level  track;  that  there  are  10  ascending  grades, 
making  an  aggregate  ascent  of  65  feet  and  having  an  aggregate 
length  of  1.72  miles;  that  there  are  3  descending  grades,  making  an 
aggregate  descent  of  125  feet  and  having  an  aggregate  length  of 
4.62  miles. 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  g5 

That  on  that  portion  of  the  line  extending  from  Arlington  to  Dar- 
rington,  being  28.03  miles  in  length,  there  are  33  curves,  having  an 
aggregate  length  of  6.77  miles;  that  there  is  21.31  miles  of  straight 
track  and  2.33  miles  of  level  track;  that  there  is  12  ascending  grades, 
making  an  aggregate  ascent  of  515  feet  and  having  an  aggregate 
length  of  22.76  miles;  that  there  are  5  descending  grades,  making  an 
aggregate  descent  of  27  feet  and  having  an  aggregate  length  of  2.99 
miles. 

That  on  that  portion  of  the  line  extending  from  Elma  to  Simpson, 
being  9.99  miles  in  length,  there  are  19  curves,  having  an  aggregate 
length  of  2.40  miles;  that  there  is  7.59  miles  of  straight  track  and  3.20 
miles  of  level  track;  that  there  is  3  ascending  grades,  making  an  aggre- 
gate ascent  of  276  feet  and  having  an  aggregate  length  of  6.50  miles; 
that  there  is  one  descending  grade  making  a  descent  of  13  feet  and 
having  a  length  of  .29  miles. 

That  on  that  portion  of  the  line  from  Lake  View  to  Centralia,  being 
26.23  miles  in  length,  there  are  70  curves,  having  an  aggregate  length 
of  9.60  miles;  that  there  is  46.83  miles  of  straight  track  and  16.03  miles 
of  level  track;  that  there  are  29  ascending  grades,  making  an  aggre^ 
gate  ascent  of  575  feet  and  having  an  aggregate  length  of  15.44  miles; 
that  there  are  31  descending  grades,  making  an  aggregate  descent  ol 
759  feet  and  having  an  aggregate  length  of  24.96  miles. 

That  on  that  portion  of  the  line  extending  from  Gate  to  Ocosta, 
being  53.04  miles  in  length,  there  are  50  curves,  having  an  aggregate 
length  of  12.42  miles;  that  there  is  40.62  miles  of  straight  track  and 
33,22  miles  of  level  track;  that  there  are  26  ascending  grades,  making 
an  aggregate  ascent  of  147  feet  and  having  an  aggregate  length  of  6.45 
miles;  that  there  are  19  descending  grades,  making  an  aggregate  de- 
scent of  258  feet  and  having  an  aggregate  length  of  13.37  miles. 

On  that  portion  of  the  line  from  Aberdeen  Junction  to  Moclips, 
being  34.68  miles  in  length,  there  are  43  curves  having  an  aggregate 
length  of  8.58  miles;  that  there  is  26.10  miles  of  straight  track  and 
14.73  miles  of  level  track;  that  there  are  10  ascending  curves,  making 
an  aggregate  ascent  of  142  feet  and  having  an  aggregate  length  of 
9.84  miles;  that  there  are  10  descending  grades,  making  an  aggregate 
descent  of  403  feet  and  having  an  aggregate  length  of  10.11  miles. 

That  on  that  portion  of  the  line  extending  from  Cosmopolis  Junction 
to  Cosmopolis,  being  1.81  miles  in  length,  there  are  9  curves  having 
an  aggregate  length  of  .70  miles;  that  there  is  1.11  miles  of  straight 
track  and  1.49  miles  of  level  track;  that  there  is  one  ascending  grade, 
making  an  ascent  of  3  feet  and  having  a  length  of  .28  miles;  that 
there  is  one  descending  grade,  having  a  length  of  .04  miles. 

That  on  that  portion  of  the  line  from  Chehalis  to  South  Bend,  being 
a  distance  of  56.68  miles,  there  are  91  curves,  having  an  aggregate 
length  of  19.80  miles;  that  there  is  36.88  miles  of  straight  track  and 
11  miles  of  level  track;  that  there  are  16  ascending  grades,  making  an 
aggregate  ascent  of  609  feet  and  having  an  aggregate  length  of  25.10 
5— A 


gg  RAILROAD   COMMISSION    OF    WASHINGTON 

miles;    that   there   are   14   descending   grades,   making   an   aggregate 
descent  of  777  feet  and  having  an  aggregate  length  of  20.58  miles. 

That  on  that  portion  of  the  line  extending  from  Kalama  to  Van- 
couver, being  a  distance  of  29.81  miles,  the  are  46  curves,  having  an 
aggregate  length  of  8.59  miles;  that  there  are  21.22  miles  of  straight 
track  and  12.63  miles  of  level  track;  that  there  are  13  ascending 
grades,  making  an  aggregate  ascent  of  76  feet  and  having  an  aggregate 
length  of  13.07  miles;  that  there  are  9  descending  grades,  making  an 
aggregate  descent  of  49  feet  and  having  an  aggregate  length  of  4.11 
miles. 

That  on  that  portion  of  the  line  extending  from  Vancouver  Junction 
to  Yacolt,  a  distance  of  27.30  miles,  there  are  62  curves  aggregating 
a  distance  of  8.65  miles;  that  there  are  18.65  miles  of  straight  track 
and  4.05  miles  of  level  track;  that  there  are  84  ascending  grades, 
aggregating  an  ascent  of  866  feet  and  having  an  aggregate  length  of 
17.04  miles;  that  there  are  44  descending  grades,  making  an  aggregate 
descent  of  189  feet  and  having  an  aggregate  length  of  6.21  miles. 

That  on  that  portion  of  the  line  extending  from  Hartford  to  Monte 
Cristo,  a  distance  of  42.12  miles,  there  are  159  curves,  having  an 
aggregate  distance  of  15.98  miles;  that  there  are  25.14  miles  of  straight 
track  and  4.23  miles  of  level  track;  that  there  are  107  ascending 
grades,  aggregating  an  ascent  of  2622  feet  and  having  an  aggregate 
distance  of  55.7  miles;  that  there  are  10  descending  grades,  aggregat- 
ing a  descent  of  8  feet  and  aggregating  a  distance  of  2.82  miles. 

That  on  that  portion  of  the  line  extending  from  Wickersham  to 
Bellingham  ,a  distance  of  22.44  miles,  there  are  82  curves,  aggregating 
a  distance' of  10.63  miles;  that  there  is  12.11  miles  of  straight  track 
and  9.01  miles  of  level  track;  that  there  are  29  ascending  grades, 
aggregating  an  ascent  of  266  feet  and  having  an  aggregate  distance 
of  4.80  .miles;  that  there  are  41  descending  grades,  aggregating  a 
descent  of  519  feet  and  having  an  aggregate  distance  of  8.82  miles. 

That  on  that  portion  of  the  line  extending  from  Woodinville  to 
Black  River  Junction,  a  distance  of  24.11  miles,  there  are  51  curves 
aggregating  12.18  miles;  that  there  are  11.93  miles  of  straight  track 
and  4.60  miles  of  level  track;  that  there  are  5  ascending  grades,  aggre- 
gating an  ascent  of  40  feet  and  having  an  aggregate  distance  of  5.95 
miles;  that  there  are  9  descending  grades,  aggregating  a  descent  of 
132  feet  and  having  an  aggregate  distance  of  13.56  miles. 

That  on  that  portion  of  the  line  extending  from  Medical  Lake  to 
Davenport,  Washington,  a  distance  of  18.13  miles,  there  are  27  curves, 
aggregating  3.81  miles;  that  there  are  14.32,  miles  of  straight  track 
and  3.05  miles  of  level  track;  that  there  are  7  ascending  grades, 
aggregating  an  ascent  of  272  feet  and  having  an  aggregate  distance 
of  8.71  miles;  that  there  are  8  descending  gardes,  aggregating  a  de- 
scent of  247  feet  and  having  an  aggregate  distance  of  6.34  miles. 

That  on  that  portion  of  the  said  line  extending  from  Oregon-Wash« 
ington  state  line  to  Dajrton,  Washington,  a  distance  of  98.05  miles,  there 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  g^ 


are  195  curves,  aggregating  29.87  miles;  that  there  are  68.18  miles  of 
straight  track  and  6.44  miles  of  level  track;  that  there  are  18  ascending 
grades,  aggregating  an  ascent  of  2758.9  feet  and  having  a  distance  of 
55.45  miles;  that  there  are  12  descending  grades,  aggregating  a  descent 
of  1999.3  feet  and  having  an  aggregate  distance  of  36.15  miles. 

That  on  that  portion  of  the  line  extending  from  Eureka  Junction  to 
Pleasant  View,  a  distance  of  19.73  miles,  there  are  12  curves  aggregat- 
ing a  distance  of  2.40  miles;  that  there  are  17.33  miles  of  straight 
track  and  3.39  miles  of  level  track;  that  there  are  10  ascending  grades 
making  an  aggregate  ascent  of  448.2  feet  and  having  an  aggregate 
distance  of  13.18  miles;  that  there  are  6  descending  grades,  making 
an  aggregate  descent  of  71.9  feet  and  having  an  aggregate  distance 
of  3.16  miles. 

That  on  that  portion  of  the  line  from  Mill  Creek  Juction  to 
Tracey,  a  distance  of  6.13  miles,  there  are  24  curves,  aggregating 
1.75  miles;  that  there  is  4.38  miles  of  straight  line;  that  there  is 
one  ascending  grade  making  an  ascent  of  420.6  feet  and  having  a 
distance  of  6.13  miles. 

That  on  that  portion  of  the  line  extending  from  Port  Townsend  to 
Quilcene,  a  distance  of  26.2  miles,  there  are  14  curves,  aggregating  a 
distance  of  2  miles;  that  there  are  24.20  miles  of  straight  track  and 
22.20  miles  of  level  track;  that  there  are  2  ascending  grades,  making 
an  aggregate  ascent  of  82  feet  and  having  a  distance  of  2  miles;  that 
there  are  2  descending  grades,  making  an  aggregate  descent  of  82 
fet  and  having  an  aggregate  distance  of  2  miles. 

That  on  that  portion  of  the  line  extending  from  Olympia  to  Tenino, 
a  distance  of  15  miles,  there  are  8  curves,  aggregating  2  miles;  that 
there  are  13  miles  of  straight  line  and  12  miles  of  level  track;  that 
there  are  2  ascending  grades,  making  an  aggregate  ascent  of  100  feet 
and  having  a  distance  of  3  miles. 

No.   61. 

That  the  Northern  Pacific  Railway  Company  employed  upon  its  lines 
in  the  state  of  Washington,  excluding  general  officers,  the  following 
named  employees  for  the  years  hereinafter  named,  to  whom  it  paid 
a  total    and  average  daily  wage  as  follows: 


68 


RAILROAD    COMMISSION    OF    WASHINGTON 


FOR  THE   YEAR  1905. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters  

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  tenders,  crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

A)  1  other  employes  and  laborers 

Employes  floating  equipment 

Totals 


Num- 
ber. 


12 
110 
134 
646 
279 
279 
200 
595 
237 
685 
632 
233 
,120 

94 
209 
481 

28 


Total 

days 

worked. 


4,475 
38,135 
48,963 

207.390 
93,856 
93,856 
66,826 

197,078 
72,580 

193,081 

199,345 
83.203 

608,241 
35,864 
65,782 

192, 713 
10, 619 


Total 
annual 
compensa- 
tion. 


2,212,007 


150, 583  33 
91,427  56 
111,898  60 
420, 940  77 
429, 608  43 
239,  563  68 
261, 661  20 
517,494  25 
208,  921  35 
468,952  33 
471,308  22 
160, 144  82 
860,696  78 
51,649  68 
166, 154  97 
384,243  08 
26,516  24 


14,911,766  09 


Aver- 
age 
dally 
wage. 


$11  30 
2  40 
2  20 
2  03 
4  68 

2  65 

3  77 
2  63 
2  88 
2  43 
2  36 
1  92 
1  42 

1  44 

2  53 

1  99 

2  50 


92  22 


FOR  THE  YEAR  1906. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen , 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  and  crossing  tenders  and  watchmen. . 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Employes  floating  equipment 


Total 8.332 


?Nnm- 
ber. 


14 
156 
147 
789 
325 
326 
214 
732 
248 
681 
769 
254 
2,822 

89 
268 
669 

31 


Total 

days 

worked. 


4,690 

49,806 

49,602 

262,059 

117,434 

117,  434 

78,967 

256,302 

75,285 

174,988 

239,870 

85,586 

681,201 

34,480 

87,  980 

209, 013 

10,«08 


2,536,595 


Total 
annual 
compensa- 
tion. 


63,387  50 
125, 925  06 
114,329  88 
529,781  01 
636, 345  33 
298,214  38 
295,  770  81 
666, 653  09 
232,877  75 
433,123  67 
542,498  20 
163,373  57 
975,421  30 

57,963  64 
221, 338  57 
434. 825  90 

27,099  95 


6,706.929  61 


Aver- 
age 
daily 
wage. 


Ill  38 
2  63 
2  30 
2  02 
4  56 

2  64 

3  75 

2  60 

3  09 
2  48 
2  26 
1  91 
1  43 

1  68 

2  62 
2  08 
2  48 


12  25 


FINDINGS   APPLICABLE   TO    N.  P.  RY.  CO. 


69 


FOR  THE   YEAR  1907. 


Class. 


Aver- 
age 
daily 


ADDENDA. 

The  table  showing  the-  wages  paid  to,  the  number  of  days 
worked  by  and  the  average  compensation  of  employees  found  on 
page  68  is  compiled  from  the  report  made  to  the  Railroad  Com- 
mission by  the  company.  The  Interstate  Commerce  Commission 
in  its  rules  of  instructions  to  the  railroads  provided  that  the  num- 
ber of  employees  should  be  determined  "from  the  pay  rolls  on 
June  30th,  1908."  The  number  reported  probably  does  not  in- 
clude any  employees  not  on  actual  duty  on  said  date. 


FOR   THE   YEAR   1908. 


Class. 


Other  offlcers 

General  ofQce  clerks , 

Station  agents  

Other  station  men 

Enginemen 

Firemen , 

Conductors 

Other  trainmen 

Machinists , 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  and  crossing  tenders  and  watchmen  . . , 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Employes  floating  equipment 


Totals 7, 


Num- 
ber. 


19 
185 
148 
826 
225 
225 
190 
605 
267 
545 
851 
249 
1,944 
105 
265 
625 
31 


Total 

days 

worked. 


6,478 

70,720 

69,562 
339,893 
103  911 
103.911 

85,661 
278,025 

91,  775 
227,510 
309,246 

94,162 
708, 830 

38,826 
112  032 
272,137 

11, 368 


2,914,047 


Total 
annual 
compensa- 
tion. 


$70, 
185, 
148, 
726, 
694, 
379, 
349, 
813, 
299. 


209, 
1.170, 


298, 

588, 

29. 


309  92 
666  28 
439  55 
773  93 
146  44 
864  11 
688  16 
081  19 
624  78 
157  46 
214  38 
199  48 
439  13 
434  80 
394  45 

974  84 

975  98 


Aver- 
age 
daily 
wage. 


$7,308,284  88 


$10  85 
2  62 
2  49 

2  14 
5  72 

3  66 

4  08 

2  92 

3  26 
2  67 
2  49 
2  22 
1  65 

1  71 

2  66 
2  16 
2  64 


|2  51 


68 


RAILROAD    COMMISSION    OP    WASHINGTON 


FOR  THE   YEAR  1905. 


Class. 


Total 

days 

worked. 


Total 
annual 
compensa- 
tion. 


Aver- 
age 
dally 
wage. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  and  crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Employes  floating  equipment 

Total 


fNnm- 
ber. 


14 
155 
147 
789 
825 
325 
214 
732 
248 
581 
769 
264 
2,822 

89 
268 
669 

31 


Total 

days 

worked. 


4,690 

49, 806 

49,602 

262,059 

117,434 

117, 434 

78,957 

256,302 

75,285 

174,988 

239,870 

85,686 

681,201 

34,480 

87,  980 

209, 013 

10,908 


2,535,595 


Total 
annual 
compensa- 
tion. 


53,387  60 
125, 925  06 
114,329  88 
529,781  01 
535,  345  33 
298,214  38 
295,  770  81 
665, 653  09 
232,877  75 
433,123  67 
542,498  20 
163,373  57 
975,421  30 

67,963  64 
221,  338  57 
434. 825  90 

27,099  95 


5,706.929  61 


Aver- 
age 
daily 
wage. 


Ill  38 
2  63 
2  30 
2  02 
4  66 

2  54 

3  75 

2  60 

3  09 
2  48 
2  26 
1  91 
1  43 

1  68 

2  62 
2  08 
2  48 


12  25 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO. 


69 


FOR  THE   YEAR  1907. 


Class. 


Num- 
ber. 


Total 

days 

worked. 


Total 

annual 

conapensa- 

lion. 


Aver- 
age 
daily 
wage. 


Other  officers 

General  office  clerks 

Stat.i  )n  agents  

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists    

Carpenters ". 

Other  shopmen 

Section  foremen 

Other  trackmen     

Switch  and  crossing  tenders  and  watchmen. . . 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Employes  floating  equipment 


15 

191 

160 

1,026 


295 
965 
348 
794 

1,058 
284 

4.650 

104 

347 

927 

31 


4,908 

61,470 

65,  366 

316,600 

178,485 

178,485 

9H,  381 

309,147 

105,767 

226,645 

324,523 

94,582 

,  122, 087 

36, 861 

111,119 

276, 464 

11.120 


156 
161, 
133 
684, 
769 
292 
358 
853 
320 
578 
760 
202 
,861 

61 
291 
578 

28 


, 152  40 
, 426  66 
, 451  50 
,038  63 
,617  91 
,257  66 
,230  79 
,221  79 
, 623  97 
,328  79 
, 445  71 
,550  30 
,870  14 
, 194  95 
,412  12 
,730  37 
,802  02 


$11  44 
2  63 
2  41 
2  16 
4  31 

2  76 

3  84 

2  76 

3  03 
2  55 
2  34 
2  14 
1  66 

1  66 

2  62 
2  09 
2  69 


Total 12,073 


3,506,910  18,192,361  71 


|2  34 


FOR   THE  YEAR   1908. 


Class. 


Other  officers 

General  office  clerks 

Station  agents  

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  and  crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Employes  floating  equipment 

Totals 


Num- 
ber. 


19 
185 
148 
826 
225 
225 
190 
605 
267 
645 
861 
249 
,944 
105 
265 
626 
31 


7,805 


Total 

days 

worked. 


6,478 

70, 720 

69, 562 
339,898 
103  911 
103.911 

86,661 
278,025 

91, 775 
227,610 
309, 246 

94, 162 
708,  830 

88,826 
112  032 
272,137 

11,368 


2,914,047 


Total 
annual 
compensa- 
tion. 


$70 
186 
148, 
726 
694 
379 
349 
813 
299 


209 
,170 

66. 
298 
588 

29 


,309  92 
,566  28 
, 439  55 
,773  93 
,146  44 
,864  11 
,688  16 
,081  19 
,624  78 
, 157  46 
,214  38 
, 199  48 
,439  13 
, 434  80 
, 394  46 
,974  84 
.976  98 


$7,308,284  88 


Aver- 
age 
daily 
wage. 


$10  86 
2  62 
2  49 

2  14 
5  72 

3  66 

4  08 

2  92 

3  26 
2  67 
2  49 
2  22 
1  65 

1  71 

2  66 
2  16 
2  64 

$2  51 


70  RAILROAD    COMMISSION    OF    WASHINGTON 

No.   62. 

From  the  consideration  of  the  findings  herein  showing  the 
amount  expended  for  original  construction  of  its  lines,  amount  neces- 
sary to  reproduce  the  property,  its  depreciated  condition,  the  amount 
and  value  of  its  capital  stock  and  funded  indebtedness,  the  density 
of  traffic  and  volume  of  business  along  its  line,  the  physical  condi- 
tion and  properties  of  its  line,  the  facilities  along  its  line  for  the 
transaction  of  business,  and  all  land  singular  the  findings  hereinbefore 
set  out  ,the  Commission  finds  that  the  present  cash  market  value 
of  the  lines  hereinbefore  mentioned  and  dealt  with  as  being  operated 
by  the  Northern  Pacific  Railway  Company  in  the  state  of  Washington, 
including  the  Port  Townsend  Southern  Railway,  the  Washington, 
Central  Railroad  Company  and  the  Washington  &  Columbia  River 
Railway  Company,  is  the  sum  of  $110,308,450.00;  to  which  should  be 
added  the  moneys  expended  for  new  construction,  new  equipment  and 
betterments  properly  chargeable  to  capital  account  for  the  fiscal  year 
ending  June  30th,  1908. 

No.  63. 

That  the  operating  division  of  the  said  railroad  for  the  year  1906, 
in  so  far  as  the  same  affected  the  state  of  Washington,  consisted  of 
the  Idaho  division,  extending  on  the  main  line  from  Trout  Creek, 
Montana,  westerly  to  Ellensburg,  Washington,  a  distance  of  403.60 
miles,  286  miles  of  which  are  within  the  State  of  Washington,  and 
117.60  miles  of  which  are  outside  of  the  state,  the  branch  lines  of 
said  railroad  embraced  in  said  division  being  the  branches  connected 
with  said  line  extending  westerly  from  Trout  Creek  to  a  line  drawn 
north  and  south  through  Ellensburg,  consisting  of  433.72  miles,  of 
which  252.12  miles  are  within  the  state  of  Washington  and  181.60 
miles   are   outside   of   the    state; 

The  Pacific  division,  extending  on  the  main  line  from  Ellensburg 
to  Black  River  and  thence  southerly  from  Black  River  to  Portland, 
Oregon,  a  distance  of  312.12  miles,  272.96  miles  of  which  are  within 
the  state  and  39.16  mile6  of  which  are  without  the  state  and  within 
the  state  of  Oregon,  the  branch  lines  of  said  division  including  all 
the  branches  connected  with  said  main  line  west  of  Ellensburg  and 
south  of  a  line  drawn  east  and  west  through  Black  River,  within 
the  state  of  Washington  and  consisting  of  356.73  miles,  all  of  which 
is  within  the  state; 

The  Seattle  division  extending  on  "the  main  line  from  Black  River 
to  Seattle,  a  distance  of  11  miles,  all  of  which  is  within  the  state 
of  Washington,  the  branch  lines  on  said  division  including  all  the 
branches  west  of  the  Cascade  mountains  north  of  Black  River  and 
consisting  of  303  miles,  all  of  which  is  in  the  state  of  Washington. 

No.  64. 
That  for  the  fiscal  year  1906  the  freight  train  miles  on  the  main 
line   of   the    Pacific    division   amounted   to    1,155,377   miles,    and    the 
passenger  train  miles  amounted  to  1,008,608  miles.     The  freight  train 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  71 

miles  on  the  branch  line  of  said  Pacific  division  amounted  to  455,122 
miles,  and  the  passenger  train  miles  amounted  to  410,809  miles.  The 
freight  train  miles  on  the  main  line  of  the  Idaho  division  for  said 
year  amounted  to  2,212,399  miles  and  the  passenger  train  miles  on 
such  main  line  division  division  amounted  to  1,173,936  miles,  and  the 
freight  train  miles  on  the  branch  line  of  said  Idaho  division  amounted 
to  408,494  miles  and  the  passenger  train  miles  thereon  amounted  to 
380,512  miles;  the  Seattle  division  consisting  as  aforesaid  of  314 
miles,  11  miles  approximately  of  which  while  main  line  is  largely 
within  the  yard  limits  of  the  city  of  Seattle,  and  for  the  purpose  of 
these  findings  the  entire  division  is  treated  as  branch  line  division; 
that  the  freight  train  miles  on  said  Seattle  division  amounted  to 
325,072  miles,  during  said  time,  and  the  pasesnger  train  miles  amounted 
to  247,006  miles.  That  during  the  said  time  the  freight  car  miles 
on  the  entire  lines  of  the  said  company  within  the  state  amounted 
to  108,570,900  miles,  of  which  78,211,989  miles  were  loaded  car  miles 
and  30,358,911  miles  were  empty  car  miles,  and  the  passenger  car 
miles  on  said  entire  lines  of  said  company  during  said  time  were 
18,394,729  miles. 

No.  65. 
That  during  said  year  1906  there  was  carried  over  the  said  main 
lines  of  the  Idaho  division  1,245,463,744  net  ton  miles  of  freight,  and 
there  was  carried  over  the  branch  lines  embraced  within  such  Idaho 
division  58,787,786  net  ton  miles  of  freight;  that  during  said  time 
there  was  carried  over  the  main  line  of  the  Pacific  division  511,325,613 
net  ton  miles  of  freight,  and  there  was  carried  over  the  branch  lines 
embraced  within  the  said  Pacific  division  121,141,736  net  ton  miles 
of  freight,  and  during  said  time  there  was  carried  over  said  lines 
embraced  within  the  Seattle  division  86,061,381  net  ton  miles  of 
freight  that  during  said  time  there  was  moved  over  the  lines  of  the 
said  company  situate  within  the  state  of  Washington  1,390,064,467 
net  ton  miles  of  freight,  leaving  632,715,793  net  ton  miles  of  freight 
moving  over  those  portions  of  said  operating  divisions  hereinbefore 
referred  to  outside  of  the  limits  of  the  state  of  Washington. 

No.  66. 
That  proportionately  the  relation  of  passenger  business  to  freight 
is  greater  on  the  branch  lines  than  on  the  main  line,  and  the  pro- 
portionate expense  between  passenger  business  and  freight  business 
is  greater  on  such  branch  lines  than  on  the  main  line. 

No.  67. 

That  in  the  practical  operation  of  a  railroad  the  power  necessarily 
used  in  and  expended  in  hauling  the  average  passenger  car  as  it  is 
hauled  when  in  service  is  practically  the  same  as  in  hauling  two 
average  loaded  freight  cars  or  four  average  empty  freight  cars. 


72  RAILROAD    COMMISSION    OP    WASHINGTON 

No.  68. 

That  the  operating  expenses  charged  to  accounting  divisions 
charged  to  portions  of  divisions  according  to  state  lines  is  made  by 
said  railroad  company  according  to  the  rules  adopted  by  it,  a  copy 
of  which  is  hereunto  annexed,  marked  Exhibit  C  and  made  a  part 
of   these   findings. 

No.  69. 

That  the  cost  of  operating  the  Idaho  division  as  shown  by  the 
accounting  records  of  said  railroad  for  the  year  1906  was  the  sum 
of  $5,185,812  made  up  as  follows:  Maintenance  of  way  and  structures, 
$1,267,292;  maintenance  of  equipment,  $1,035,863;  conducting  trans- 
portation, $2,497,830;  general  expenses,  $384,827;  and  of  this  expense 
$4,194,878  was  exp«ided  on  the  main  line  and  $990,913  was  expended 
on  the  branches.  That  the  cost  of  operating  the  Pacific  division 
for  said  year  was  the  sum  of  $4,779,321,  made  up  as  follows:  Main- 
tenance of  way  and  structures,  $945,086;  maintenance  of  equipment, 
$763,993  conducting  transportation,  $2,549,984,  and  general  expenses, 
$320,257.  That  of  this  cost  or  expense  the  sum  of  $3,437,716  was 
expended  on  the  main  line  and  the  sum  of  $1,161,604  was  expended 
on  the  branch  lines.  That  the  cost  of  operating  the  Seattle  division 
as  shown  by  said  accounting  records  for  said  year  was  the  sum  of 
$1,414,628,  made  up  as  follows:  Maintenance  of  way  and  structures, 
$500,393;  maintenance  of  equipment,  $131,901;  conducting  transporta- 
tion, $729,145;   general  expenses,  $53,189. 

No.  70. 
That  the  total  cost  or  expense  of  operating  all  divisions  touching 
the  state  of  Washington  for  said  year  as  shown  by  said  accounting 
records  was  the  sum  of  $11,199,739,  $9,291,072  of  which  was  charged 
to  the  lines  within  the  state  of  Washington  and  $1,908,667  was  charged 
to  the  lines  of  such  division  outside  of  the  state  of  Washington. 

No.  71. 

That  of  said  sum  of  $9,291,072  so  expended  within  the  state,  ap- 
proximately $6,665,415  was  expended  in  the  interests  of  and  in  moving 
and  transporting  the  freight  trafiic,  and  practically  $2,625,647  was 
expended  in  the  interests  of  and  in  conducting  the  passenger  de- 
partment, which  for  the  purpose  of  this  finding  includes  mall  matter, 
express,  dining  and  sleeping  cars,  special  passenger  trains,  baggage, 
storage,  lunch  stands,  telephone  and  telegraph  service. 

That  on  the  Idaho  main  line  division  the  percentage  relationship 
between  the  cost  of  conducting  passenger  and  freight  business  was 
22.84  per  cent,  passenger  and  77.16  per  cent,  freight;  on  the  Idaho 
division  branch  lines  the  percentage  relation  was  34.20  per  cent, 
passenger  and  65.80  per  cent,  freight. 

On  the  main  line  Pacific  division  the  said  percentage  relationship 
was  32.75  per  cent,  passenger  and  67.25  per  cent  freight,  while  on 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO. 


73 


the  branch  lines  of  said  Pacific  division  said  relationship  was  33.60 
per  cent,  passenger  and  66.50  per  cent,  freight. 

That  on  the  Seattle  division  such  percentage  relationship  was 
29.77  per  cent,  passenger  and  70.23  per  cent,  freight. 

Making  an  average  relationship  of  28.26  per  cent,  passenger  and 
71.74  per  cent,  freight  on  all  the  lines  within  the  state. 

No.  72. 

That  of  the  said  tonnage  and  ton  miles  of  traffic  mentioned  and 
specifically  set  out  and  described  in  finding  No.  53  hereof,  grain  con- 
stituted 21.02  per  cent,  of  the  ton  miles  thereof.  Of  the  state  grain 
20.8  per  cent,  of  the  tonnage  moved  over  the  Spokane  and  Palouse 
branch  of  the  Idaho  division  and  66  per  cent,  thereof  of  interstate 
grain  moved  over  the  said  branch  lines  of  said  state  grain  19.9  per 
cent,  of  the  state  grain  tonnage  moved  over  the  Washington  Central 
branch;  19.4  per  cent,  of  the  said  grain  tonnage  moved  over  the 
Washington  &  Columbia  River  railroad  (now  a  branch  of  the  North- 
ern Pacific) ;  32  per  cent,  of  the  interstate  grain  tonnage  moved  over 
the  said  Washington  &  Columbia  River  lines;  that  31.9  per  cent, 
of  the  state  grain  tonnage  originated  and  moved  over  the  Idaho 
division  main  line  and  over  the  Pacific  division  main  line;  2  per  cent, 
of  the  interstate  grain  tonnage  originated  on  and  moved  over  the 
said  Idaho  division  main  line  and  said  Pacific  division  main  line. 

That  of  the  state  tonnage  and  ton  miles,  lumber  and  shingles, 
constituting  42.3  per  cent,  of  the  ton  miles,  a  great  proportion  thereof 
originated  on  branch  lines  and  particularly  on  the  Seattle  division 
and  the  Pacific  division  branches.  Of  tbe  state  lumber  tonnage 
originating  on  the  Seattle  division  and  on  the  Pacific  division  branch 
the  average  distance  said  lumber  was  hauled  on  each  branch  was 
57  miles;  of  the  state  lumber  and  shingle  tonnage  originating  on 
the  main  line  and  delivered  to  points  on  the  main  line,  the  average 
distance  hauled  over  such  main  line  was  158  miles;  that  of  said 
state  lumber  originating  on  the  main  line  and  terminating  on  the 
branches  and  originating  on  the  ranch  lines  and  terminating  on  the 
main  line,  the  average  length  of  haul  on  the  branches  was  57  miles, 
and  the  average  length  of  haul  on  the  main  line  was  158  miles. 
Of  such  lumber  31.36  per  cent,  of  the  tonnage  and  40.85  per  cent, 
of  the  ton  miles  was  between  main  line  points;  48.90  per  cent,  of 
the  tonnage  and  22.85  per  cent,  of  the  ton  miles  was  between  branch 
line  points,  and  19.74  per  cent,  of  the  tonnage  and  36.30  per  cent, 
of  the  ton  miles  was  between  main  line  points  and  branch  line  points, 
and  of  such  36.30  per  cent,  of  the  ton  miles  last  mentioned  70  per 
cent,  was  on  main  line  and  30  per  cent,  thereof  was  on  the  branch 
line.  That  of  the  interstate  lumber  and  shingles,  60.26  of  the  ton- 
nage and  8.05  per  cent,  of  the  ton  miles  moved  over  the  Seattle 
division  and  the  Pacific  division  branch  lines  an  average  distance 
of  57  miles,  and  97.20  per  cent,  of  the  tonnage  and  88.67  of  the  ton 
miles  moved  over  the  main  line  an  average   distance  of  390   miles 


74.  RAiLROAD    COMMISSION    OF    WASHINGTON 

within  the  state,  and  2.80  per  cent,  of  the  tonnage  and  3.28  per  cent, 
of  the  ton  miles  passing  through  the  state  moved  an  average  distance 
over  the  main  line  of  501  miles  within  the  state. 

That  of  the  said  tonnage  and  ton  miles  logs  and  other  forest 
products  constituting  3.67  per  cent,  of  the  ton  miles,  moved  principally 
over  the  Seattle  branch,  and  those  portions  of  the  Pacific  branches 
known  as  the  Buckley,  Grays  Harbor  and  Vancouver  branches,  there 
being  96  per  cent,  of  the  state  tonnage  and  90.05  per  cent,  of  the 
state  ton  miles  moving  over  such  branches  with  an  average  haul 
of  26  miles;  said  tonnage  and  ton  miles  last  mentioned  representing 
logs,  the  remaining  tonnage  and  ton  miles  being  other  forest  products 
consisting  of  wood,  posts,  poles  and  ties.  That  in  hauling  logs  the 
empty  car  movement  is  practically  equal  to  the  loaded  car  move- 
ment, that  the  cars  hauling  such  logs  are  loaded  and  unloaded  with 
promptitude  by  the   shippers   and   consignees. 

That  of  the  said  tonnage  and  ton  miles  intrastate  coal  constituting 
4.779  per  cent,  of  the  ton  miles  moved  79.67  thereof  from  main  line 
points  to  main  line  points,  20.33  per  cent,  thereof  moved  from  main 
line  points  to  branch  line  points  and  from  branch  line  points  to  main 
line  points;  that  of  said  tonnage  and  ton  miles  interstate  coal  con- 
stituting 1.60  per  cent,  of  the  ton  miles  moved  87.69  thereof  from 
main  line  points  to  main  line  points,  and  12.31  thereof  moved  from 
branch  line  points  to  main  line  points  and  from  main  line  points  to 
branch  line  points.  Of  the  shipments  from  main  line  points  the 
branch  line  on  state  coal  was  9.98  per  cent,  of  the  ton  miles  and 
the  main  line  haul  was  90.02  per  cent,  of  the  ton  miles,  and  of  the 
interstate  coal  the  branch  line  ton  mileage  was  8.24  per  cent,  and 
the  main  line  ton  mileage  was  91.76  per  cent.;  the  ton  miles  from 
the  Buckley  branch  on  state  coal  was  61.45  per  cent,  branch  line 
haul  and  38.55  per  cent,  main  line  haul,  while  the  interstate  coal 
from  said  Buckley  branch  was  16.53  per  cent,  branch  line  haul  and 
83.47  per  cent,  main  line  haul.  From  Ellensburg  2.75  per  cent,  of 
the  ton  mileage  on  state  coal  was  branch  line  haul  while  97.25  per 
cent,  was  main  line  haul,  and  of  the  interstate  coal  from  Ellensburg 
9.67  per  cent,  of  the  ton  mileage  was  branch  line  haul  and  90.33  per 
cent,  thereof  was  main  line  haul.  The  coal  originating  on  the  Se- 
attle division  was  state  tonnage.  The  empty  car  movement  on  state 
coal  practically  equals  the  loaded  car  movement.  A  small  percentage 
of  interstate  coal  has  return  loads  of  state  and  interstate  grain. 

That  of  the  ton  miles  mentioned  in  finding  No.  53  consisting  of 
iron  and  steel  articles,  steel  rails,  machinery,  fresh  meat,  packing 
house  products,  canned  salmon,  butter,  eggs  and  cheese,  cement  and 
plaster,  fresh  fruit,  beer  and  liquors,  new  furniture,  hops  and  agri- 
cultural implements  the  great  preponderance  of  ton  miles  on  each 
of  said  articles  being  interstate,  the  average  distance  hauled  outside 
of  the  state  being  greatly  in  excess  of  the  average  distance  hauled 
over  the  lines  within  the  state,  the  articles  mentioned,  with  the  ex- 
ception of  canned  salmon  and  hops  originating  outside  of  and  mov- 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  75 


Ing  into  the  state,  the  interstate  moving  largely  to  the  jobbing  cen- 
ters of  Spokane,  Seattle,  Tacoma  and  Portland;  said  ton  miles  con- 
sisting almost  wholly  of  shipments  from  such  jobbing  centers  to  points 
within  the  state  and  the  movement  of  each  of  said  articles  being 
practically  similar  as  to  main  line  and  branch  line  haul,  empty  car 
movement  and  net  weight  of  contents  of  car,  the  relative  cost  of 
moving  such  articles  state  and  interstate  is  practically  the  same  on 
each  of  said  articles  and  no  peculiar  or  special  conditions  exist 
effecting  the  cost  of  service  or  the  relative  cost  between  moving 
state  and  interstate  freight,  other  than  as  set  out  in  finding  No.  53. 

That  of  said  ton  miles  of  state  hay,  approximately  20  per  cent, 
thereof  was  on  the  Idaho  division  main  line  and  80  per  cent,  thereof 
was  on  the  Pacific  division  main  line.  That  of  said  ton  miles  of  inter- 
state hay  approximately  95  per  cent,  thereof  moved  over  the  main 
line  of  the  Idaho  and  Pacific  divisions  practically  an  equal  distance 
over  each  division,  and  approximately  5  per  cent,  moved  over  the 
branch  lines  of  the  Idaho  division.  That  no  peculiar  or  special  condi- 
tions effecting  the  cost  of  service  or  the  relative  cost  between  moving 
the  state  and  interstate  miscellaneous  car  load  freight  exists  other 
than  as  set  out  in  finding  No.  53. 

That  of  the  ton  miles  of  ore  mentioned  in  finding  No.  53  the 
great  proportion  thereof  moved  from  points  in  Montana  over  the 
main  line  to  Tacoma,  being  within  the  state  practically  all  main 
line  haul. 

That  less  than  car  load  shipments  mentioned  in  finding  No.  53 
moved  very  largely  state  shipments  from  the  shipping  centers  of 
Seattle,  Tacoma  and  Spokane,  to  other  points  in  the  state  on  short 
hauls,  whereas  the  interstate  shipments  moved  very  largely  from 
Minnesota  transfer  and  via  Billings,  Montana,  to  the  jobbing  centers 
above  mentioned  and  consists  of  very  long  hauls.  A  large  tonnage 
of  interstate  freight  moved  to  and  from  Portland,  Oregon,  on  a  short 
interstate  haul,  which  greatly  reduces  the  average  length  of  haul  of 
this  class  of  interstate  freight  both  within  and  without  the  state. 
Considerable  interstate  shipments  moved  by  water  via  Tacoma  and 
Seattle,  consigned  to  interior  points.  The  same  car  leaving  Spokane, 
Seattle  or  Tacoma  containing  less  than  car  load  freight  carries  both 
state  and  interstate  freight  for  distribution  along  the  line,  mer- 
chandise shippers  in  Portland  enjoying  a  large  jobbing  trade  along 
the  line  of  the  Northern  Pacific  in  southwestern  and  southeastern 
Washington.  Peddler  cars  leaving  Portland,  Oregon,  on  local  trains 
containing  less  than  car  load  shipments  for  southwestern  Washington, 
and  particularly  for  points  on  Grays  Harbor  and  South  Bend  branches, 
are  consolidated  at  Chehalis  and  Centralia  with  peddler  cars  con- 
taining merchandise  from  Seattle  and  Tacoma  destined  to  the  same 
territory  and  such  merchandise  is  then  carried  in  the  same  train 
for  distribution.  Peddler  cars  containing  merchandise  in  less  car 
loads  leaving  Portland  on  through  trains  destined  to  points  in  eastern 
and   southeastern  Washington,   such   cars   are   so   moved  to   Tacoma 


'Q  RAILROAD  COMMISSION  OF  WASHINGTON 


and  there  the  freight  is  reassembled  with  merchandise  from  Seattle 
and  Tacoma  destined  to  similar  territory,  or  is  carried  in  the  same 
train  as  such  Seattle  or  Tacoma  merchandise  and  distributed  at  the 
points  of  destination.  Approximately  12.90  per  cent,  of  the  expense 
incurred  in  handling  freight  business  is  chargeable  to  moving 
less  than  car  load  business  while  such  freight  represents  but  4 
per  cent,  of  the  ton  miles,  the  larger  proportion  of  this  expense  is 
Incurred  at  the  large  terminals  through  employment  of  men  engaged 
in  handling  such  freight.  The  men  so  employed  receive  and  check 
the  interstate  freight  and  prepare  expense  bills  therefor;  they  re- 
ceive, check  inio  the  cars  and  prepare  bills  for  forwarding  the  state 
freight,  and  the  difference  in  cost  depends  upon  the  volume  of  busi- 
ness state  and  interstate.  That  said  state  less  than  car  loads  moved 
over  the  lines  in  this  state  as  follows:  Five  per  cent,  of  the  ton 
miles  on  the  branches  of  the  Idaho  division,  35  per  cent,  on  the 
main  line  of  the  Pacific  division,  25  per  cent,  on  the  branch  lines 
of  the  Pacific  division,  15  per  cent  on  the  Seattle  division  and  20 
per  cent,  on  the  combined  Idaho  and  Pacific  division  main  line.  That 
said  interstate  less  than  car  load  freight  moved  approximately  2 
per  cent,  on  the  branches  of  the  Idaho  division,  5  per  cent,  on  the 
branches  of  the  Pacific  division,  3  per  cent,  on  the  Seattle  division 
and  90  per  cent,  on  the  combined  Pacific  and  Idaho  division  main  line. 

No.  73. 

That  the  average  cost  of  moving  a  ton  of  freight  one  mile  over 
the  lines  and  branches  as  the  same  does  move  divided  by  the  methods 
adopted  by  said  company  hereinbefore  referred  to,  is  as  follows: 
On  the  main  line  of  the  Idaho  division,  .3118  cent;  on  the  branch 
lines  of  the  Idaho  division,  1.3309  cents;  on  the  main  line  of  the 
Pacific  division,  .5426  cent;  on  the  branch  lines  of  the  Pacific  division, 
.7652  cent;  on  the  Seattle  division  (considering  all  as  branch  and 
yards),  1.3853  cents;  on  the  combined  Pacific  and  Idaho  division 
main  line,  .3790  cent;  on  the  combined  Seattle  division  and  the  branch 
lines  of  the  Pacific  division,  1.0228  cents.  The  average  cost  of  moving 
a  ton  of  freight  one  mile  in  the  state  by  such  company  according 
to  the  method  adopted  by  it  is  the  sum  of  .4795  cent.  That  the 
figures  in  this  finding  hereinafter  given  as  to  the  relative  or  per- 
centage cost  of  moving  the  different  commodities  is  the  percentage 
relation  which  the  cost  of  moving  such  commodity  bears  to  the 
cost  of  moving  the  average  ton  above  mentioned  of  .4795  cent.  That 
the  cost  of  moving  a  ton  of  state  grain  one  mile  as  the  same  moves 
over  the  different  lines  and  branches  is  .7892  per  cent  of  the  average 
cost  of  moving  the  average  ton  of  freight  one  mile;  that  the  cost 
of  moving  a  ton  of  interstate  grain  over  the  lines  in  this  state  as 
the  same  moves  is  .7587  per  cent,  of  the  average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  lumber  in  this  state  one 
mile   is   1.3174   per   cent,   of   the   average   cost   aforesaid;     that    the 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  77 

average  cost  of  moving  a  ton  of  interstate  lumber  over  the  lines  in 
this  state  is  .6940  per  cent,  of  the  average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  coal  one  mile  is  .9228 
per  cent,  of  the  average  cost  aforesaid;  that  the  cost  of  moving  an 
average  ton  of  interstate  coal  over  the  lines  in  this  state  is  .8646 
per  cent,  of  the  average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  logs  and  other  forest 
products  one  mile  is  1.5535  per  cent,  of  the  average  cost  aforesaid; 
that  the  cost  of  moving  a  ton  of  interstate  logs  and  other  manu- 
factured forest  products  over  the  lines  in  this  state  is  1.2214  per  cent, 
of   the   average   cost   aforesaid. 

That  the  cost  of  moving  a  ton  of  state  ore  one  mile  is  1.7847 
per  cent,  of  the  average  cost  aforesaid;  that  the  cost  of  moving  a 
ton  of  interstate  ore  one  mile  over  the  lines  in  this  state  is  .6648 
per  cent,   of  the  average  <?ost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  iron  and  steel  articles 
one  mile  is  .9872  per  cent,  of  the  average  cost  aforesaid;  that  the 
cost  of  moving  a  ton  of  interstate  iron  and  steel  articles  one  mile 
over  the  lines  in  this  state  is  .7331  per  cent,  of  the  average  cost 
aforesaid. 

That  the  cost  of  moving  a  ton  of  live  stock  state  is  1.2769  per 
cent,  of  the  average  cost  aforesaid;  that  the  cost  of  moving  a  ton 
of  interstate  live  stock  one  mile  over  the  lines  in  this  state  is  1.0206 
per   cent,   of  the   average   cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  hay  one  mile  is  1.2150 
per  cent,  of  the  average  cost  aforesaid;  that  the  cost  of  moving  a 
ton  of  interstate  hay  one  mile  over  the  lines  in  this  state  is  1.0440 
per  cent,  of  the  average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  salmon  one  mile  is  2.5424 
per  cent  of  the  average  cost  aforesaid;  that  the  cost  of  moving  a 
ton  of  interstate  salmon  one  mile  over  the  lines  in  this  state  is  .7595 
per  cent,  of  the  average  cost  as  aforesaid. 

That  the  cost  of  moving  a  ton  of  less  than  car  load  state  freight 
one  mile  is  7.0342  per  cent,  of  the  average  cost  as  aforesaid;  that 
the  cost  of  moving  a  ton  of  interstate  less  than  car  load  freight 
one  mile  over  the  lines  in  this  state  is  2.0855  per  cent,  of  the  average 
cost  as  aforesaid. 

That  the  car  load  freight  not  hereinbefore  mentioned  and  con- 
sisting of  practically  .1442  per  cent,  of  the  ton  miles  can  be  grouped 
without  materially  changing  the  relative  cost  of  moving  the  state 
and  interstate  business  respectively.  That  of  such  remaining  freight 
the  cost  of  moving  a  ton  of  state  freight  one  mile  is  .9862  of  the 
average  cost  aforesaid,  and  the  cost  of  moving  a  ton  of  such  inter- 
state freight  one  mile  over  the  lines  in  this  state  is  .8840  per  cent, 
of  the  average  cost  aforesaid. 

No.  74. 

That  the  cost  of  operating  the  different  divisions  as  shown  by 
such   rules   adopted   by   said   company  and   hereinbefore   referred  to 


78  -   RAILROAD    COMMISSION    OF    WASHINGTON 

is  ascertained  by  charging  to  such  division,  among  other  charges, 
the  total  expense  of  station  employes,  yard  masters,  and  other  clerks 
and  railroad  conductors  and  brakemen  and  all  expenses  incurred  at 
such  point  irrespective  of  whether  the  service  performed  is  for  the 
benefit  of  freight  moving  over  the  entire  line  of  said  company.  A 
car  load  of  freight  moving  from  Minnesota  transfer  to  Seattle  is 
discharged  in  Seattle  and  the  entire  cost  of  the  terminal  expense 
at  Seattle  is  charged  to  me  Seattle  division  although  the  freight 
moved  over  such  division  not  to  exceed  11  miles. 

The  cost  of  moving  a  car  load  is  made  up  of  the  terminal  expense 
at  Minnesota  transfer,  the  hauling  charge  and  the  terminal  expense 
at  Seattle,  which  divided  by  the  miles  hauled  give  the  cost  per  ton 
mile  of  moving  the  car  load.  The  terminal  charge  on  interstate 
business,  both  received  and  forwarded,  as  well  as  the  assembly  charge 
on  all  forwarded"  freight  originating  on  their  main  line  or  expensive 
branch  lines  in  this  state  is  by  said  rules  charged  to  the  cost  of 
moving  such  interstate  freight  over  the  lines  in  the  state  of  Wash- 
ington, while  the  revenue  derived  therefrom  and  hereinafter  referred 
to  is  credited  as  earnings  to  the  state  in  the  proportion  which  the 
miles  such  freight  is  carried  within  the  state  bears  lo  the  total  miles 
such  freight  is  carried.  That  by  distributing  the  terminal  charges  on 
interstate  freight  received  and  forwarded,  together  with  the  increased 
assembly  charges  on  the  expensive  branch  lines,  on  forwarded  in- 
terstate freight  over  one-h-^lf  the  total  haul,  which  the  Commis  ion 
finds  should  be  done,  the  cost  of  operating  the  lines  in  Washington 
properly  applicable  and  chargeable  to  the  cost  of  freight  movement 
is  reduced  from  $6,665,415  to  $6,058,619. 

No.  75. 

That  of  said  sum  of  $6,058,619  expended  in  handling  the  freight 
trafiic  handled  over  the  lines  of  the  Northern  Pacific  railroad  in  the 
state  of  Washington,  $2,340,892  thereof  was  expended  in  handling  and 
for  the  benefit  of  the  intrastate  freight,  and  $3,717,717  was  expended  in 
handling  and  for  the  benefit  of  the  interstate  freight  moving  over  such 
lines.  That  of  said  $2,625,647  above  mentioned  as  expenses  incurred  in 
the  passenger  department,  $366,070  was  expended  in  moving  mail  and 
express  matter  and  baggage,  and  in  operating  dining  cars,  sleeping 
cars,  lunch  counters,  telegraph  and  telephone,  leaving  $2,259,577  prop- 
erly chargeable  to  passenger  service  or  against  passenger  revenue. 

That  of  said  sum  of  $366,070  expended  as  aforesaid  the  sum  of 
$142,418  was  incurred  in  handling  express  business,  of  which  $86,379 
was  incurred  in  handling  intrastate  express  and  $50,039  was  incurred 
in  handling  interstate  express,  the  sum  of  $93,148  was  expended  in 
handling  mail  matter,  of  which  $40,305  was  incurred  in  handling 
intrastate  mail,  and  $52,843  was  incurred  in  handling  interstate  mail, 
and  the  sum  of  $34,280  was  incurred  in  handling  excess  baggage 
and  in  storing  baggage,  of  which  $18,870  was  incurred  in  handling 
intrastate  baggage  and  $15,410   was  incurred  in  handling  interstate 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  79 


baggage;  the  sum  of  $18,779  was  incurred  in  conducting  lunch  stands 
and  special  trains,  all  of  which  was  expended  on  intrastate  business; 
the  sum  of  $71,623  was  expended  in  operating  sleeping,  dining  and 
combined  observation  and  grill  cars,  of  which  $33,441  was  expended 
on  intrastate  business  and  $38,182  was  expended  on  interstate  busi- 
ness; the  sum  of  $5,821  was  expended  in  the  operation  of  telephone 
and  telegraph  service,  all  of  which  was  incurred  in  the  state  business. 

No.  76. 
That  of  said  sum  of  $2,259,577  expended  in  handling  and  for  the 
benefit  of  the  passenger  business,  $836,947  was  expended  in  handling 
and  for  the  benefit  of  the  intrastate  passenger  business  and  $1,422,630 
was  expended  in  the  handling  and  for  the  benefit  of  the  interstate 
passenger   business   moving   over   its  lines. 

No.  77. 

That  in  these  findings  the  term  "revenue  derived  from  state  busi- 
ness" means  the  gross  receipts  from  freight  and  passengers  carried 
on  a  continuous  contract  wholly  within  the  state,  and  "revenue  de- 
rived from  interstate  business"  means  the  receipts  derived  from  freight 
and  passengers  carried  under  continuous  contract  where  a  portion  of 
the  carriage  is  outside  the  state,  and  such  terms  are  used  in  re- 
ferring to  the  earnings  from  intrastate  and  interstate  traffic  with 
reference  to  the  definition  hereinbefore  given  of  intrastate  and  inter- 
state traffic  respectively.  In  ascertaining  the  revenue  earned  over 
or  by  the  lines  in  this  state  on  interstate  business  the  same  method 
has  been  used  by  the  Commission  as  is  used  by  the  Northern  Pacific 
Railway  accounting  department,  to-wit,  ascertaining  the  total  gross 
earnings  of  the  company 'on  the  item  of  freight  moved  or  passengers 
carried  and  crediting  to  the  state  of  Washington,  as  earnings  over 
the  lines  in  this  state  from  such  interstate  business  -in  the  proportion 
that  the  freight  or  passenger  mileage  within  the  state  bears  to  the 
total  miles  the  freight  or  passenger  was  carried  over  the  company's 
lines.  Revenues  derived  from  mail  matter  were  apportioned,  state 
and  interstate,  as  follows :  The  earnings  from  mail  cars  moving  partly 
within  and  partly  without  the  state  and  from  mail  routes  partly  within 
and  partly  without  the  state,  was  ascertained  and  the  earnings  ap- 
portioned to  the  lines  within  the  state  on  a  mileage  prorate;  to  this 
was  added  the  earnings  of  said  company  from  mail  cars  moving 
entirely  within  the  state  and  from  mail  routes  locally  and  entirely 
within  the  state;  fines  and  penalties  imposed  by  the  government  were 
deducted  and  the  net  gross  receipts  allocated  state  and  interstate 
in  the  proportion  that  the  average  weight  of  the  state  mail  carried 
over  the  said  lines  and  routes  bears  to  the  average  weight  of  inter- 
state mail  carried  over  the  same  lines  and  routes. 

Revenue  derived  from  express  was  apportioned  state  and  inter- 
state as  follows:  Receipts  from  all  interstate  express  business  were 
credited  to  the  state  as  interstate  earnings  on  a  mileage  prorate;  all 


go  RAILROAD    COMMISSION    OF    WASHINGTON 


earnings  on  strictly  state  express  was  credited  to  the  state  as  state 
earnings. 

Revenue  derived  from  baggage  storage  and  excess  baggage  col- 
lections were  apportioned  state  and  interstate  as  follows:  All  reve- 
nue derived  from  baggage  storage  was  credited  to  state  earnings; 
excess  baggage  collections  v/ithin  the  state  were  allocated  state  and 
interstate  in  proportion  to  the  passenger  earnings  wthin  the  state, 
state   and   interstate. 

Revenue  derived  from  miscellaneous  earnings  were  credited  to 
the  state  earnings  with  the  exception  of  rents  from  commercial 
property  and  interest  on  bank  balances,  which  were  not  taken  into 
consideration  or  considered  as  earnings  of  the  road,  as  all  com- 
mercial property  was  excluded  in  ascertaining  the  value  of  the  rail- 
road's investment. 

No.  78. 

Interstate  earnings  being  credited  to  the  lines  in  the  state  as 
aforesaid,  the  earnings  of  said  railroad  in  this  state  on  state  and 
interstate  business  for  the  year  1905,  excluding  rents  from  com- 
mercial property  and  interest  on  bank  balances,  was  the  sum  of 
$13,951,353,  while  for  such  period  the  operating  expenses  as  shown 
by  the  accounting  records  of  such  company  was  the  sum  of  $7,889,393, 
which  sum,  however,  includes  terminal  and  assembly  charges  in- 
curred within  the  state  as  shown  and  referred  to  in  finding  No.  74. 

No.  79. 

Interstate  earnings  being  credited  to  the  lines  in  the  state  as 
aforesaid,  .the  earnings  of  said  railroad  in  the  state  on  interstate 
and  state  business  for  the  year  1906,  excluding  the  revenue  from 
commercial  property  and  interest  on  bank  balances,  was  the  sum 
of  $18,013,230,  while  the  operating  expenses  for  the  same  period 
was  the  sum  of  ^8,684,256  as  before  stated. 

No.  80. 
Interstate  earnings  being  credited  to  the  lines  in  the  state  a& 
aforesaid,  the  earnings  of  said  railroad  in  the  state  for  the  year  1907. 
excluding  revenue  from  commercial  property  and  interest  on  bank 
balances,  was  the  sum  of  $19,674,333,  while  for  such  period  the  operat- 
ing expenses  as  shown  by  the  accounting  records  was  the  sum  of 
$11,694,333,  which  sum,  however,  includes  all  terminal  and  assembly 
charges  incurred  within  the  state  on  the  interstate  business  as  shown 
and  referred  to  in  finding  No.  74,  and  also  includes  increased  ex- 
penditures in  maintenance  of  w^ay  and  structures  over  the  preceding 
year  of  approximately  $1,500,000  necessitated  by  unprecedented  floods 
and  washouts,  which  floods  and  washouts  also  added  greatly  to  the 
cost  of  conducting  transportation  over  normal  conditions. 

No.  81. 
Interstate   earnings   being   credited   to   the   lines   in   the   state   as 
aforesaid,  the  earnings  of  said  railroad  company  in  the  state  for  the 


FINDINGS   APPLICABLE   TO    N.  P.  RY.  CO.  gl 

fiscal  year  ending  June  30,  1908,  including  the  revenue  from  com- 
mercial property  and  interest  on  bank  balances,  as  the  sum  of  $21,- 
331,857,  exclusive  of  sleeping,  parlor,  chair  and  dining  cars  and  hotels 
and  restaurants,  while  the  operating  expenses  as  shown  by  the  account- 
ing records  of  said  comapny  was  the  sum  of  $11,564,772,  which  sum, 
however,  includes  all  terminal  and  assembly  charges  incurred  within 
the  state  on  interstate  business  as  shown  and  referred  to  in  finding 

No.  74. 

No.  82. 

Inat  of  said  sum  of  $18,013,230  earned  by  said  company  for  the  fiscal 
year  ending  June  30,  1906,  $8,351,886  was  revenue  received  from  state 
business  and  $9,387,525  was  revenue  received  from  interstate  business. 

No.  83. 
That  of  said  sum  of  $21,3o^,857  earned  by  said  company  for  the 
fiscal  year  ending  June  30,*  1908,  $11,761,643  was  revenue  derived 
from  state  business  and  $9,570,214  was  revenue  derived  from  inter- 
state business.  That  during  the  fiscal  year  ending  June  30,  1908, 
and  on  or  about  the  first  day  of  November,  1907,  said  company  pro- 
mulgated and  put  in  force  a  tariff  increasing  the  rates  on  interstate 
lumber  very  materially  and  in  many  instances  exceeding  20  per  cent, 
increase.  That  proceedings  were  instituted  by  the  lumber  interests 
of  the  state  before  the  Interstate  Commerce  Commission  and  before 
the  courts  challenging  the  reasonableness  of  said  increase  and  to 
enjoin  its  collection.  That  by  reason  of  the  existing  conditions  the 
interstate  shipments  on  lumber  were  very  greatly  reduced  during  the 
balance  of  said  fiscal  year  and  the  gross  earnings  from  interstate 
business  over  the  lines  in  this  state  greatly  reduced  over  what  they 
would  have  been  under  normal   conditions  in  the  lumber   traffic. 

No.  84. 
That  while  the  volume  of  business  has  increased  each  year  since 
1905,  the  percentage  relation  between  the  commodities  moving  state 
and  interstate  as  shown  and  set  out  in  finding  No.  53,  which  by 
said  findings  is  confined  to  the  year  1906,  has  remained  practically 
the  same  under  normal  conditions  and  the  percentage  relation  in 
said  finding  set  out  showing  the  movement  of  the  different  com- 
modities state  and  interstate  is  the  average  percent.age  relation  under 
each  of  the  years  1904,  1905,  1906,  1907  and  1908.  That  during  the 
fiscal  years  1904,  1905,  1906,  1907  and  a  part  of  1908,  up  to  the  first 
of  November,  1908,  fir  lumber  was  carried  from  Puget  Sound 
to  St.  Paul,  Minneapolis  and  Duluth  and  intermediate  points  east  of 
Billings,  Montana,  for  40  cents  per  hundred  pounds  and  cedar  shingles 
at  50  cents  per  hundred  pounds,  and  from  Puget  Sound  to  Omaha 
and  other  Missouri  river  points,  fir  lumber  was  carried  for  50  cents 
per  hundred  pounds  and  cedar  shingles  for  60  cents  per  hundred 
pounds,  the  price  on  lumber  and  shingles  to  all  points  east  and  be- 
yond Duluth  and  St.  Paul  to  all  points  southeast  and  beyond  Omaha 
6— A 


g2  RAILROAD    COMMISSION    OF    WASHINGTON 


being  fixed  with  reference  to  such  40-cent  and  50-cent  charge  on 
lumber  and  such  50-cent  and  60-cent  charge  on  shingles  respectively. 
That  more  than  thirty  days  prior  to  the  first  day  of  November,  1907, 
said  railroad  filed  with  the  Interstate  Commerce  Commission  and 
posted  a  tariff  to  become  effective  on  the  first  day  of  November,  1907, 
by  which  the  40-Cr}nt  rate  above  mentioned  en  fir  lumber  was  increased 
to  50  cents,  and  the  oO-cent  rate  on  fir  lumber  above  mentioned  was 
increased  to  55  cents,  and  the  50-cent  rate  on  shingles  was  increased 
to  60  cents  and  the  60-cent  rate  on  shingles  was  increased  to  65  cents. 
As  before  stated  complaint  was  filed  before  the  Interstate  Commerce 
Commission  challenging  the  reasonableness  of  such  increase  in  rates, 
resulting,  after  a  full  hearing,  in  the  Commission  fixing  the  following 
maximum  from  Pacific  coast  points  to  St.  Paul,  Minneapolis,  Duluth 
and  intermediate  points  east  of  Billings,  on  firm  lumber,  45  cents  per 
hundred  pounds;  from  the  Pacific  coast  to  the  territory  last  mentioned, 
on  shingles,  55  cents  per  hundred;  leaving  the  old  rate  from  Omaha 
and  other  Missouri  river  points  of  50  cents  on  fir  lumber  and  60 
cents  on  cedar  shingles  as  a  maximum,  and  further  provided  that 
said  rates  should  remain  in  force,  without  being  increased  for  the 
term  of  two  years.  That  the  maximum  rates  so  fixed  have  been 
charged  since  such  hearing.  That  an  action  has  been  commenced 
by  said  railroad  in  the  Circuit  Court  of  the  United  States  for  the  dis- 
trict of  Minnesota  to  review  the  maximum  fixed  by  the  Interstate 
Commerce  Commission  on  the  ground  that  said  maximum  rates  are 
so  low  as  to  amount  to  a  confiscation  of  the  property  of  said  railroad, 
which  action  is  still  pending.  That  of  the  lumber  and  shingle  tonnage 
carried  by  -said  railroad  over  its  lines  hereinbefore  set  out  59.85  per 
cent  moves  to  St.  Paul,  Minneapolis,  Duluth  and  points  east  and 
beyond  and  to  intermediate  points  east  of  Billings. 

That  on  or  about  the  23rd  day  of  October,  1908,  said  railroad  issued 
its  transcontinental  west  bound  tariff  superseding  the  tariff  then  in 
force  which  tariff  becomes  effective  January  1st,  1909,  by  which  the 
rate  on  freight  from  eastern  points  is  generally  advanced  and  raised 
over  what  said  rates  have  been  since  long  prior  to  1905,  the  advance 
in   such  westbound   freight  being  approximately  as   follows: 

On  reapers,  mowers,  headers,  mower  knife  grinders,  harvesters,  hay 
teders,  hay  rakes  and  extra  parts  for  same;  hay  presses  (including 
horse  powers  for  same)  and  extra  parts  thereof;  horse  rakes,  horse 
hay  forks,  hay  carriers,  hay  loaders,  hay  slings,  sweep  rakes  and  hay 
stackers  and  extra  parts  for  same;  land  rollers  and  soil  pulverizers; 
manure  spreaders  and  extra  parts  for  same;  threshers  (including  clover 
hullers  and  straw  stackers),  tank  wagons,  engine  power  on  its  own 
wheels  and  horse  powers  for  the  same,  and  extra  parts  thereof;  harrows, 
disc  harrows,  with  seeder  attachments,  plows,  cultivators,  combination 
hand  cultivators,  seed  drills,  corn  planters  and  potato  diggers  and  extra 
parts  for  same;  seed  drills,  including  beat  drills  and  extra  parts  for 
same;  stump  pullers  and  extra  parts  for  same;  iron  wheels  for  culti- 
vator implements;  sho\els,  spades  and  scoops  in  packages  in  carloads; 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  gg 


cotton  bags  in  bales  or  trusses;  in  carload  lots;  beans  and  peas  dried, 
split  or  whole,  in  sacks  or  barrels  in  carload  lots;  billiard  tables 
(including  toy  billiard  tables),  K.  D.  slates  or  marbles,  cues,  cue  racks, 
ball  racks,  composition  pool  or  billiard  balls,  composition  shake  balls, 
shake  bottles,  pin  pool  boards,  billiard  marker  buttons,  billiard  bridges, 
billiard  cue  tips,  billiard  chalk  and  billiard  table  covers;  traction 
engines,  cylinder  water  wagons  or  tank  wagons  in  mixed  carloads  with 
traction  engines;  ginger  ale,  root  beer  and  carbonated  beverages  (not 
alcoholic)  mineral  water  in  glasses  or  stone,  boxed  or  in  barrels  or 
in  bulk  or  in  kegs  or  casks  in  L.  C.  L.;  cider  mills,  bark  mills,  bone 
mills,  corn,  feed  and  paint  mills,  in  less  carloads;  fish  netting  (cotton) 
in  L.  C.  L.;  ochre  in  packages  in  less  carloads;  hand  pumps,  not  in- 
cluding bicycle  pumps,  force  pumps  made  of  iron  or  wood  (not  rotary) 
with  or  without  brass  valves  and  cylinders,  drive  well  points  and 
strainers  and  parts  thereof;  hydraulic  rams,  hand  spray  pumps,  hand 
spraying  machines,  and  knapsack  sprayers  in  carload  lots;  car  wheels 
and  axles,  in  carload  lots;  rice  polish  (rice  rust)  rice  bran  or  rice 
hulls  in  packages  in  straight  or  mixed  carload  lots;  rubber  boots  and 
shoes  including  tennis  shoes  boxed  in  less  carloads;  drag  scrapers, 
sheep  dipping  liquid,  boot  trees  and  clamps,  eyelets,  shoe  buckles,  shoe 
hooks,  metal  shoe  horns  (not  gold  or  silver  plated)  and  shoe  button 
hooks;  shoe  buttons,  shoe  pegs;  school  slates  in  less  carloads;  stitching 
horses  K.  D.  boxed  or  crated;  stone,  rough,  sawed  or  cut  to  dimensions 
and  not  polished;  instructive  toys  for  use  in  kindergartens  made  in 
wood  and  paper;  toy  games;  toy  books,  toys,  tin  lead  or  iron;  toy 
musical  instruments,  toy  torpedoes,  and  toy  caps  in  boxes  or  barrels; 
toy  trumpets,  boxed  or  crated;  toy  furniture,  not  including  children's 
furniture;  trucks  (store  and  warehouse,  including  baggage  wagons), 
baggage  barrows  K.  D.,  dollies  and  dry  kiln  and  lumber  trucks;  farm 
wagons  and  common  dump  carts,  dump  wagons,  and  hand  or  push  carts; 
lumber  buggies  and  extra  parts  thereof;  wind  mills  and  parts  of  same 
including  tanks  and  towers  wood  or  metal,  windmill  pumps,  and  pipe 
necessary  to  connect  pump  heads  and  cylinders;   approximately  8%. 

On  all  articles  taking  class  A  rates  specified  in  western  classification 
under  the  head  of  agricultural  implements  (not  including  hand  imple- 
ments, farm  wagons,  trucks  or  gasolene  engines)  and  also  under  the 
head  of  agricultural  implements  and  parts  thereof  in  straight  or  mixed 
carloads;  feed  and  ensilage  cutters,  including  horse  powers,  carriers, 
blowers  or  elevators  for  same;  smut  machines,  fanning  mills  or  grain 
cleaners  and  extra  parts  of  same;  barley  forks  (wooden),  potato  forks, 
hay  or  manure  forks,  spading  forks,  hoes,  wooden  or  iron  rakes,  scythes 
and  snaths;  potato  sorters  and  potato  diggers;  bitters  in  glass,  packed 
in  wood  in  carload  lots;  blowers,  forges  and  drills  when  crated,  approxi- 
mately 714%. 

On  drain  cleaners  in  packages;  mower  knife  grinders,  boxed  or 
crated;  shovels,  spades  and  scoops  in  packages  in  less  carloads,  cotton 
bags  in  bales  or  trusses  in  less  carloads;  baking  powder  and  baking 


g4  RAILROAD    COMMISSION    OF    WASHINGTON 

powder  compound  boxed  in  less  carloads;  rubber  belting  in  less  car- 
loads; leather  belting  in  less  carloads;  carpets  N.  O.  S.  art 
carpet,  rugs  (invoice  value  not  exceeding  $100.00  each) ; 
carpet  lining  in  rolls  or  compressed  in  bales  in  less  carloads; 
cream  of  tartar  in  boxes  in  less  carloads;  creosote  in  tank  cars;  cotton 
piece  goods  in  the  piece  (28  commodities  specified)  in  less  carloads; 
hemlock  bark  extracts  in  less  carloads;  oak  bark  in  barrels  or  sacks 
in  less  carloads;  glassware  except  cut,  N.  O.  S.  (in  boxes  or  barrels) 
in  less  carloads;  grind  stones  (and  frames)  mounted  or  unmounted; 
hollow  ware  of  cast  iron,  plain  or  enameled  including  pots,  kettles, 
skillets,  spiders,  Scotch  bowls,  etc.,  in  less  carloads;  anvils  or  anvils 
and  vises  combined  in  carload  lots;  steel  balls  (rough  or  forged),  bar 
and  slab  iron  up  to  and  including  6  inches  in  width,  wrought,  hoop  or 
band  iron,  in  carload  lots;  boiler  iron,  plate  and  sheet  iron,  N.  O,  S. 
not  bent  or  punched;  bolts,  nuts,  washers,  nut  lockfe,  rivets,  lag  bolts 
and  lag  screws  in  carload  lots;  iron  or  steel  box  straps  in  carload  lots; 
iron  and  steel  butts  and  hinges  in  carload  lots;  castings  N.  O.  S.  in  no 
way  hand  or  machine  finished  except  being  drilled  with  bolt  holes; 
iron  conductor  pipes,  eave  troughs,  elbow  and  trough  hangers  for  same 
in  less  carloads;  forgings,  rough,  not  further  finished  than  being 
drilled  with  bolt  holes  not  over  32  feet  in  length  and  weighing  less  than 
6,000  pounds;  iron  and  steel  hasps,  hooks,  hoop  keeps,  staples  and  lap 
links  in  boxes  in  carload  lots;  wooden  screws  N.  O.  S.  in  boxes  or  kegs 
in  carload  lots;saleratus  and  bi-carbonate  of  soda  and  soda  carbonating 
compound  in  less  carloads;  shafting,  finished,  with  hangers,  collars, 
couplings,  cranks  and  crank  shafts  in  less  carloads;  iron  and  steel 
horse,  mule  and  ox  shoes,  including  toe  chalks  in  boxes  or  kegs  in  car- 
load lots;  sucker  rods  in  packages  in  carload  lots;  telephone,  telegraph 
and  electric  poles,  cross  arms  and  cross  arm  braces  for  same  in  carload 
lots;  telephone  and  telegraph  pole  steps  in  packages  in  carload  lots; 
baling  ties  in  packages  in  carload  lots;  lamp  fixtures  (not  electric)  in 
boxes,  barrels  or  casks,  including  glass,  plain  or  decorated,  not  ex- 
ceeding a  net  cost  of  $3.00  per  dozen,  in  less  carloads;  lanterns  (not 
including  magic,  paper  or  toy  lanterns),  in  boxes,  barrels,  casks  or 
crates  in  less  carloads;  liquors  as  follows:  alcohol,  including  wood 
alcohol,  high  wines  and  pure  spirits,  in  bulk  in  barrels  or  drums,  car- 
riers' liability  limited  to  $2.00  per  gallon  measurement,  unless  actual 
value  is  less,  in  carload  lots;  matches  in  paper  or  wooden  boxes,  packed 
in  metalic  or  wooden  cases  in  less  carloads;  matting,  mats  and  rugs, 
rubber  (including  rubber  bindings),  paper,  cocoa,  straw,  coir,  corn, 
jute,  grass,  hemp  and  rope  in  packages;  mining  car  wheels,  with  or 
without  axles,  nails,  spikes,  wire  fence;  horse  nails  in  boxes  in  carload 
lots;  cement  coated  nails  in  boxes  or  kegs  in  carload  lots;  packing 
N.  O.  S.,  including  rubber  packing;  white  or  red  lead  or  litharge,  dry 
or  in  oil  in  cans  (packed  in  boxes  or  barrels)  or  in  barrels,  casks,  kegs, 
kits,  boxes  or  iron  drums;  powder  keg  material  boxed,  in  carload  lots; 
preservaline  and  salvaline;  meat  preservaline  in  packages;  han'd  pumps 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  §5 


(not  including  bicycle  pumps),  force  pumps  made  of  iron  or  wood 
(not  rotary),  with  or  without  brass  valves  or  cylinders  and  parts 
thereof  when  boxed,  hydraulic  pumps,  in  less  carloads;  rice,  rice  flour, 
rice  meal,  rice  flakes  or  flaked  rice  and  broken  rice,  in  carload  lots; 
rubber  springs  in  packages;  saddle  trees;  sad  irons  (not  including  elec- 
tric, gas,  gasolene,  or  charcoal),  and  handles  for  same  in  carload  lots; 
scales  and  scale  beams  N.  O.  S.,  not  including  computing  scales,  gold 
weighing  scales  or  assayers'  scales  or  apothecaries'  scales,  in  less  car- 
loads; wire,  iron,  plain,  galvanized,  tinned  or  coppered,  in  carload  lots; 
drag  scrapers  in  less  carloads;  silicated  cloth  (for  blackboards),  school 
slates,  boxed,  in  carload  lots;  sledges,  wedges  and  mauls,  iron  or  steel 
in  boxes,  in  carload  lots;  tinware,  nested  solid;  window  curtain  poles, 
iron,  plain  or  washed  with  brass;  barbed  wire,  wire  for  fencing,  includ- 
ing staples  and  steel  stay  guards  and  stretchers;  wire  fencing  in  rolls 
(including  not  to  exceed  12  stretchers,  also  including,  if  desired,  staples, 
steel  stayguards,  and  wire  fence  gates),  and  coarse  wire  netting  for 
fencing,  in  packages,  in  less  carloads;  wooden  mats  and  flooring; 
approximately  6%. 

On  hay  rake  teeth,  in  less  carloads;  wire  cloth  and  netting,  boxed, 
in  carload  lots;  ginger  ale,  root  beer,  carbonated  beverages  (not  al- 
coholic), also  mineral  water  in  glass  or  stone  boxes,  in  barrels  or  bulk, 
in  kegs,  barrels  or  casks,  in  carload  lots;  champagne  in  boxes  or  bas- 
kets; mining  cars  and  dump  cars,  or  parts  thereof,  also  turn  tables, 
portable  trucks  for  same,  loaded  on  standard  gauge  cars;  toilet  water 
(not  including  perfumery) ;  wind  mills,  K.  D.,  in  packages,  wind  mill 
and  tank  towers  in  packages;  wall  coating  and  wall  finish  N.  O.  S.,  in 
carloads;   glue  in  boxes,  barrels  or  kegs;   approximately  12%. 

On  plow  beams,  iron  or  steel,  plow  points,  shares,  lays  and  wings 
or  mold  boards,  also  plow  and  harrow  discs,  cultivators,  shovels,  road 
scrapers,  blades,  iron  or  steel  in  less  carloads;  potato  sorters  anl 
potato  diggers  in  mixed  carloads;  bath  tubs,  water  closet  bowls,  and 
cisterns,  urinals,  wash  bowls,  including  stands,  K.  D  stationary  wash 
tubs,  cast  iron  or  seamless  steel,  plain,  painted,  and  galvanized;  granite 
lined  or  porcelain  lined  bath  tubs,  cast  iron,  plain,  painted,  galvanized, 
poreclain  lined,  in  straight  carloads;  bitters  in  glass,  packed  in  wood; 
blowers,  forges  and  drills,  crated;  wine,  beer,  whiskey  or  brandy 
bottles  (not  including  druggists'  prescription  bottles  and  bottles  of 
similar  shape),  common  soda  water  bottles  (not  siphon),  in  bulk  or  in 
boxes,  casks  or  crates;  lumber  trucks  and  hand  or  logging  cars;  glass 
globes  and  chimneys  for  lanterns  in  boxes,  barrels  or  crates,  also  glass 
lamp  chimneys  packed  in  double  faced  corrugated  past  board  boxes  (sub- 
ject to  restrictions) ;  road  scrapers  and  road  machine  grading  plows, 
land  graders  and  street  rollers  in  carload  lots;  crackers,  matzos  or 
matzos  meal,  cakes,  fruit  biscuit,  pretzels,  toast  and  shredded  wheat 
biscuit,  in  boxes  or  barrels  or  in  baskets  or  tubs,  with  tight  wooden 
covers  or  in  tin  cans,  or  in  paper  cartoons;  machinery  for  creamery  and 


8g  RAILROAD    COMMISSION    OP   WASHINGTON 

cheese  factories  and  parts  thereof;  medicines  and  chemicals,  medicinal 
oils,  witch  hazel,  medicinal  and  flavoring  extracts  and  dye  stuffs,  N.  O. 
S.,  in  packages,  medical  and  surgical  plasters,  surgical  dressings  and 
absorbent  cotton,  boxed;  cotton  buck  and  denims  in  less  carload  lots; 
cotton  drills,  cotton  sheetings  and  cotton  bagging  bleached  or  un- 
bleached, in  less  carloads;  enameled  cloth  and  table  and  shelf  oil  cloth 
and  covers,  boxed,  in  less  carloads;  wigans,  window  shades,  cloth  or 
hollands  uncut  and  undecorated,  in  less  carloads;  dynamos  and  electric 
motors  and  parts ;  extracts  of  beef  and  tomato  bouillon,  boxed  in  carload 
lots;  extract  of  coffee  in  boxes,  in  carload  lots;  root  beer,  ginger  ale,  and 
extract  of  lemonade,  in  carload  lots;  baby  food,  prepared,  including 
malted  milk  and  milkine,  in  boxes,  in  carload  lots;  sanitarium  foods, 
N.  O.  S.,  in  carload  lots;  corrugated  furnace  or  flues  for  marine  boilers; 
egg  beaters,  files,  corn  poppers,  traps,  including  12  commodities; 
structural  iron  grouping;  steam  boilers  under  30  feet  in  length  and 
fire  brick  for  use  in  same;  shafting,  finished,  including  hangers,  collars, 
couplings,  cranks  and  crank  shafts,  in  carload  lots;  plain  shafting, 
without  connections;  tanks,  including  enameled  or  glass  lined  tanks, 
N.  O.  S.;  locomotives  and  tenders,  on  flat  cars  (subject  to  rule  12) ;  ma- 
chinery and  machines  taking  class  A  rate  specified  under  machinery 
and  machines  in  Western  Classification,  including  truss  hoops,  shingle 
machines,  iron  link  belting,  roller  mills,  pulley  clutches,  iron  shafting, 
steam  and  oil  separators,  steam  traps,  cast  iron  exhaust  heads,  iron 
valves,  water  jackets  for  cylinders,  iron  gear  wheels,  windlasses, 
winches,  ship  steerers,  beer  pasteurizers,  drag  saws,  with  steam  or  horse 
power  attachments,  and  stamp  mill  mortars,  straight  or  mixed;  meters, 
N.  O.  S.  (except  electric),  boxed  or  crated;  cider  mills,  bark  mills,  bone 
mills,  grain,  feed  and  paint  mills  in  carloads;  mosquito  netting  and 
netting  in  boxes  or  bales;  oil  well  supplies;  plaster  (land),  in  packages, 
in  carload  lots;  force  pumps,  steam,  electric  or  other  power,  N.  O.  S., 
combined  brass  and  iron,  and  parts  thereof;  spraying  pumps  (hand 
power);  quicksilver  flasks,  in  carload  lots;  railway  supplies  for  steam 
or  electric  railways  and  air  brake  equipment,  chairs,  track  braces,  etc.; 
refuse  burner  material,  with  castings  for  grate  bars,  stands,  draft  doors 
and  frames  and  spelt  bottom  (opening  for  refuse) ;  rubber  clothing,  in- 
cluding mackintoshes  or  garments  of  similar  character,  and  rubber 
gloves  and  soft  rubber  hats,  boxed,  in  less  carloads;  circular  saws,  mill 
saws,  cross  cut  saws  and  drag  saws,  on  boards  or  boxed;  saw  blades 
in  packages  and  band  saws  crated,  in  less  carloads;  scouring,  washing 
and  polishing  compounds,  N.  O.  S.  (not  including  liquid  compounds 
except  in  tin  cans),  also,  washing  crystals,  in  carload  lots;  alfalfa,  beet, 
clover,  hemp,  flax,  garden,  sunflower  and  sorghum  seed,  in  less  car- 
loads; sewing  machines  and  component  parts,  in  boxes  or  crates,  in  car- 
load lots;  stills,  oil  refining  and  cooling  tanks  for  same,  in  carload  lots; 
tricycles,  velocipedes,  childrens',  K,  D.  crated  or  boxed,  in  carload  lots; 
childrens'  toy  wagons,  toy  wheel  barrows,  in  mixed  carloads;  washing 
machines,  including  dish  washing  machines,  boxed  or  crated,  in  car- 
load lots;  approximately  7%. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO. 


87 


On  plow  points,  shares,  lays,  wings,  mold  boards,  also  plow  and 
harrow  discs,  cultivator  shovels,  road  scraper  blades,  iron  or  steel,  in 
carload  lots;  ales,  beer  and  porter,  in  wood  or  in  glass,  packed,  in  car- 
load lots;  baking  powder  and  baking  powder  compound,  in  carload 
lots;  bath  tubs,  water  closets,  bowls,  cisterns,  urinals,  wash  bowls, 
including  stands,  K.  D.,  stationary  wash  tubs,  cast  iron,  plain  or 
painted,  galvanized,  granite  lined  or  porcelain  lined,  in  less  carloads; 
beer,  beer  tonic,  malt  extract,  liquid  bread,  in  glass  or  stone,  packed  or 
in  wood  (subject  to  estimated  weights  provided  in  western  classifica- 
tion), in  carload  lots;  boots  and  shoes,  N.  O.  S.,  in  less  carloads;  knobs 
for  furniture,  locks  and  pictures,  and  sash  locks  and  fasteners,  in  less 
carloads;  toys,  boxed,  including  marbles,  toy  alphabets,  building  blocks, 
banks  and  toys,  N.  O.  S.,  in  less  carloads;  tricycles  and  velocipedes,  chil- 
drens',  K.  D.,  in  less  carloads;  bottles  and  flasks,  glass,  N.  O.  S.,  in  less 
carloads;  mucilage  bottles,  empty,  with  caps  and  brushes,  in  less  car- 
loads; wire  cloth  and  netting,  boxed,  in  less  carloads;  carpet  lining  in 
rolls  or  compressed  in  bales,  in  carload  lots;  brick  dryer  cars,  including 
dry  kiln  trucks,  turn  tables  and  transfers  for  same,  in  carload  lots; 
creosote  oil  or  tar  oil,  in  bottles  or  in  tin  cans  or  in  barrels,  in  carload 
lots;  cotton  piece  goods  in  the  piece  (28  commodities),  in  carload  lots; 
enameled  cioth  and  table  and  shelf  oil  cloth  and  covers,  boxed,  in  car- 
load lots;  window  shade  cloth  or  Hollands,  in  the  piece,  uncut  and 
undecorated,  in  carload  lots;  bedsteads,  iron  or  brass,  folding  beds 
(iron),  cribs,  iron,  institution  beds  (iron),  K.  D.,  in  carload  lots; 
matches  in  paper  or  wooden  boxes,  packed  in  metalic  or  wooden  cases, 
in  carload  lots;  resin  in  barrels,  in  carload  lots;  pitch  and  tar,  in  car- 
load lots;  soda  ash,  soda  crystals,  caustic  soda,  hyposulphite  and  nitrate 
and  sulphate  of  soda,  chloride  of  lime,  in  kegs,  in  carload  lots;  approxi- 
mately 10%. 

On  arsenate  of  lead,  in  packages,  in  less  carloads;  extract  of  beef 
and  tomato  bouillon,  boxed,  extract  of  coffee,  in  less  carloads;  extract 
of  root  beer,  extract  of  ginger  ale  and  extract  of  lemonade,  in  less  car- 
loads; sanitarium  food,  in  less  carloads;  hollow  ware,  agate,  granite  and 
enameled  (including  nickel,  aluminum  or  britannia  trimmed),  boxed, 
in  less  carloads;  insect  poisons,  in  less  carloads;  sheet  iron.  No.  12  and 
lighter  (black  or  galvanized,  but  exclusive  of  planished  or  Russian), 
not  bent  or  punched,  corrugated,  N.  O.  S.,  including  ridge  rolls,  roofing 
and  siding,  straight  or  mixed  carloads,  in  carload  lots;  mince  meat  and 
pie  preparations,  in  pails  or  tubs  when  packed  in  boxes,  crates  or 
barrels,  in  kits  or  kegs  in  less  carloads;  ochre  in  packages,  in  less  car- 
loads; paints  in  carload  lots;  cyanide  of  potassium  in  boxes,  in  less  car- 
loads; spray  pumps,  spraying  machines,  hand,  made  of  brass,  in  less 
carloads;  broken  rice  and  brewers'  rice,  in  packages,  in  less  carloads; 
toilet  water  (not  including  perfumery),  in  less  carloads;  refuse  burner 
material,  namely,  castings  for  grate  bars,  stands,  draft  doors  and 
frames,  spelt  bottom,  plate  iron,  rolled  and  pinched,  angle  bars,  rivets, 
bolts,  sprocket  wheels,  chains,  and  not  to  exceed  4,000  pounds  of  wire 


gg        .         RAILROAD    COMMISSION    OF    WASHINGTON 


cloth  to  each  burner,  in  carload  lots;  rice  polish  (rice  dust),  rice  bran 
or  rice  hulls,  in  packages,  in  less  carloads;  road  scrapers,  road  machines, 
grading  plows,  land  graders  and  street  rollers,  in  less  carloads;  tarred 
rope  and  tarred  cordage,  in  carload  lots;  stove  pipes,  iron  (cut  to 
shape),  nested  solid,  boxed  or  crated,  in  carload  lots;  syrup  (corn,  glu- 
cose, malt,  maple  and  rock  candy)  and  molasses,  glucose  in  barrels, 
glucose  jelly  in  barrels,  kegs,  kits  or  pails,  in  carload  lots;  iron  tacks, 
N.  O.  S.,  in  boxes,  kegs  or  barrels,  in  carload  lots;  twine  and  cordage, 
namely,  cotton,  flax,  hemp,  jute,  fleece,  sail,  spring,  sisal,  Manila  and 
cotton  seine  twihe  and  cordage,  and  fish  netting  (cotton),  in  bales, 
boxes  or  barrels,  and  rope  of  all  kinds,  in  carload  lots;  binding  twine 
for  harvesters,  varnish  in  barrels  or  in  cans,  boxed,  in  straight  carloads 
or  in  mixed  carloads,  with  paints;  approximately  5%. 

On  leather  belting,  in  carload  lots;  rubber  or  cotton  belting,  in 
carload  lots;  street  cars,  with  or  without  motor  attachments,  loaded 
on  flat  cars,  in  carload  lots;  extract  of  hemlock  bark,  in  carload  lots; 
oak  bark  extract,  in  carload  lots;  cream  of  tartar,  boxed,  in  carload  lots; 
wooden  file  cabinets  (including  stands  therefor,  with  or  without  letter 
or  document  files),  in  less  carloads;  glassware  (except  cut),  in  carload 
lots;  grapes,  in  packages,  in  carload  lots;  iron  service  cocks,  in  boxes 
or  barrels,  and  iron  service  boxes  and  stopcock  boxes,  in  less  carloads; 
barn  and  parlor  door  hangers,  including  track  for  same,  in  less  car- 
loads; iron  vises,  in  boxes  or  barrels,  in  less  carloads;  iron  hooks,  ice 
tools,  iron  corners  for  trunks,  pulleys,  registers,  wrenches  and  similar 
articles,  including  80  commodities;  chains,  sash,  cross  cut  saw  handles, 
logging  chains,  coffee  mills,  fruit  presses,  tree  pruners,  sadlery  hard- 
ware, plain  or  nickel  plated,  door  and  window  springs,  and  similar  ar- 
ticles covering  43  commodities;  hollow  ware  of  cast  iron,  plain  or 
enameled,  including  pots,  kettles,  skillets,  spiders,  Scotch  bowls,  in 
carload  lots;  anvils  or  anvils  and  vise  combined,  in  less  carloads; 
awning  rods  and  holders,  in  boxes,  barrels  or  crates,  in  less  carloads; 
carriage  and  wagon  axle  boxes,  in  less  carloads;  clevises,  in  boxes  or 
barrels,  in  less  carloads;  conductor  pipes,  eave  troughs  and  eave  trough 
hangers  for  same,  in  carload  lots;  glass  lamps  and  fixtures,  plain  or 
decorated  (not  electric),  not  costing  to  exceed  $3.00  per  dozen,  packed 
in  boxes,  barrels,  in  carload  lots;  gas  or  electric  lamp  shades  or 
globes,  common  pressed  or  blown  glass,  in  carload  lots;  lanters  (not 
including  magic,  paper  or  toy  lanterns),  in  boxes,  barrels  or  casks,  in 
carload  lots;  cyanide  of  potassium,  in  packages,  in  carload  lots;  wood 
pulp,  in  packages,  in  less  carloads;  rice,  broken  rice  and  brewers'  rice, 
in  packages,  in  carload  lots;  rubber  clothing  (not  including  mackin- 
toshes and  garments  of  similar  character),  and  rubber  gloves  and  soft 
rubber  hats,  boxed,  in  carload  lots;  rubber  packing  in  straight  carloads 
or  mixed  with  rubber  packing  and  rubber  belting,  in  carload  lots; 
rubber  corks;  saleratus  and  bicarbonate  soda  and  soda  carbonating  com- 
pound, in  carload  lots;  salt,  in  carload  lots;  scales  and  scale  beams,  N. 
O.  S.  (not  including  computing  scales,  gold  weighing  scales  nor  assayers' 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  gQ 


or  apothecaries'  scales),  all  fragile  parts  boxed  or  crated,  in  carload 
lots;  the  following  ship  chandlery:  ship  building  hardware,  such  as 
clews,  thimbles,  eye  bolts,  bolts,  hooks,  ring  bolts,  rowlocks,  shackles, 
and  mast  hoops,  in  less  carloads;  oars,  both  carloads  and  less  carloads; 
pulleys  and  blocks,  in  less  carloads;  windlasses  (not  steam),  in  less 
carloads;  the  following  shoe  findings,  boot  and  shoe  heels  (leather  or 
rubber),  or  wood,  covered  with  leather,  soles  (leather  or  rubber),  and 
shoe  counters,  in  less  carloads;  shoe  rivets,  in  boxes  or  kegs;  in  less 
carloads;  wire  staples  for  button  fastenings,  in  boxes  or  kegs,  in  less 
carloads;  bob  sleds;  spiral  bed  springs,  in  boxes  or  casks,  in  less  car- 
loads; wire  springs,  N.  O.  S.,  in  boxes  or  casks,  in  less  carloads;  the 
following  stamped  ware:  agate  or  enameled,  also  granite  ironware,  N.  O. 
S.,  in  boxes,  barrels  or  crates  and  stamped  ware  N.  O.  S.  in  boxes, 
barrels  or  crates,  in  carload  lots;  whetstones  or  scythe  stones  and  sand 
stones,  in  less  carloads;  tin  foil,  in  packages,  in  less  carloads;  tinware, 
in  carload  lots;  sheet  iron  tubes,  one  inch  in  diameter;  type,  boxed,  in 
less  carloads;    approximately  9%. 

On  brass  valves,  in  carload  lots;  building  cement  or  paving  cement, 
in  packages,  in  carload  lots;  cement  work  for  building  purposes;  the 
following  furniture:  from  machine  or  bench,  unfinished,  in  the  white, 
not  mahogany,  rosewood,  ebony,  black  walnut  or  cherry,  also  wood 
seats  for  chairs,  perforated  or  unperf orated,  unfinished,  in  the  white; 
cast  iron  pipe  and  cast  iron  connections  for  the  same,  in  less  carloads; 
leather  in  boxes  or  rolls  as  follows:  bellies,  collars,  heads,  pieces,  har- 
ness, rough,  scrap  (in  sacks),  tufts  (in  sacks),  seal  shirting,  sole, 
splits,  tanned  goat  skins  (without  hair),  tanned  sheep  skins  (without 
wool),  walrus;  branding  and  New  England  rum  in  bulk,  in  barrels  or 
drums,  carriers'  liability  limited  to  $1.50  per  measurement  gallon, 
unless  actual  value  is  less,  in  less  carloads;  billets,  blooms,  ingots, 
muck  bar  and  scrap  steel,  in  carloads;  gin  in  bulk,  in  barrels  or  drums, 
carriers'  liability  limited  to  $1.50  per  gallon,  unless  actual  value  is  less, 
in  less  carloads;  looking  glasses,  framed  or  unframed,  and  looking 
glasses,  boxed,  in  carload  lots;  ferules,  combination  brass  and  iron,  in 
less  carloads;  pickles,  N.  O.  S.,  including  kraut,  catsup,  table  sauce,  N. 
O.  S.,  mustard,  prepared,  olives,  pepper  sauce,  vinegar  in  bottles 
(packed)  or  in  wood,  horse  radish  and  capers,  in  less  carloads;  soap- 
stones,  slabs  and  griddles,  boxed,  in  less  carloads;  approximately  20%. 

On  china  and  majolica  ware,  not  including  ornaments,  in  boxes, 
barrels  or  casks,  in  less  carloads;  cotton  seed  oil  foots  for  soap  stock,  in 
barrels  or  sacks;  crockery,  not  including  ornaments  or  plumbers'  crock- 
ery, and  queensware,  in  boxes,  barrels,  tierces,  crates,  or  hogsheads,  in 
less  carloads;  earthenware  (including  earthenware  jardinieres),  packed 
in  boxes,  barrels,  crates,  casks  or  hogsheads,  in  less  than  carloads; 
faucets,  pewter,  in  boxes  or  barrels,  in  less  carloads;  sheet  iron  punched 
for  rivets,  in  crates  or  bundles,  strapped  or  in  boxes,  in  less  carloads; 
wood  pulp,  in  packages,  in  carload  lots;  files,  including  rasps,  in  boxes 
or  barrels,  in  less  carloads;   elevator  guides  and  fish  plates  and  bolts, 


90  RAILROAD    COMMISSION    OF   WASHINGTON 

in  carloads;  stoneware  in  boxes,  barrels,  crates,  casks  or  hogsheads; 
approximately  15%;  also  copper  goods,  not  silver  plated,  bolts,  bottoms, 
nails,  rivets,  tacks,  blanks  and  castings,  boxed,  in  less  carloads. 

On  cotton  duck  and  denims,  in  carload  lots;  cotton  drills,  cotton 
sheetings  and  cotton  bagging,  bleached  or  unbleached,  in  carload  lots; 
cotton  yard,  straight  carloads,  in  carload  lots;  axle  grease,  not  including 
machine  lubricant,  including  mineral  or  petroleum  axle  grease,  in  pack- 
ages, in  less  carloads;  hides  and  sheep  pelts,  green,  in  carload  lots; 
fruit  juice  N.  O.  S.,  and  blackberry  brandy,  in  wood,  carriers'  liability 
limited  to  $1.50  per  measurement  gallon,  unless  actual  value  is  less,  in 
less  carloads;  liquors,  in  bulk,  N.  O.  S.,  in  barrels  or  drums,  carriers* 
liability  limited  to  $1.50  per  measurement  gallon,  unless  actual  value 
is  less,  in  less  carloads;  fish  netting  (cotton),  in  packages,  in  carload 
lots;  castor,  cocoanut,  corn,  palm,  blubber,  rape  seed,  dead,  kalon,  lard, 
linseed,  neatsfoot,  red,  resin  or  "Y"  and  tallow  and  transformer  oils,  in 
less  car  loads;  cotton  seed  oil,  subject  to  refining  in  transit  privileges 
as  published  in  tariffs  of  individual  lines  on  file  with  Interstate  Com- 
merce Commission,  in  less  carloads;  lucol  oil  in  less  carloads;  rice  oil, 
in  less  carloads;  rubber  boots  and  shoes,  including  tennis  shoes  (can- 
vas tops),  boxed,  in  carload  lots;  yellow  metal  and  yellow  metal  nails 
and  spikes,  in  carload  lots;  toys,  as  described,  in  packages,  straight 
or  mixed  carloads;  wheel  barrows,  K.  D.,  wheel  barrow  wheels  and 
barrow  carts,  K.  D.,  in  carloads;  window  curtain  poles,  wooden,  in  car- 
load lots;  approximately  11%. 

On  spool  thread,  cotton  and  linen,  in  cases  or  in  cabinets,  in  less 
carloads;  mattresses  and  frames,  metalic,  wire  cots,  wooden  folding 
cribs  with  woven  wire  bottoms  (K.  D.  or  folded  flat),  wire  and  spring 
beds  and  bottoms,  and  canvas  cots,  not  upholstered,  in  packages,  in  less 
carloads;  approximately  25%. 

On  feathers  and  feather  pillows,  machine  compressed  in  bales,  in 
carload  lots;  canvas  telescope  trunks  and  valises  in  carload  lots; 
trunks,  empty  or  packed  with  traveling  bags,  telescopes  and  valises; 
or  traveling  bags,  telescopes  and  valises,  packed  in  cases,  in  carload 
lots;  skids,  in  less  carloads;  approximately  18%. 

On  ferrules,  combination  brass  and  iron,  in  boxes  or  barrels,  in  car- 
load lots;  rubber  hose,  with  or  without  covering,  in  cases,  crates  or 
bales,  in  less  carload  lots;  iron  and  steel  angles,  channel  beams,  columns, 
girders,  zees  and  tees,  not  over  32  feet  long,  in  less  carloads;  iron  and 
steel  axles  and  axle  boxes  and  nuts  for  wagons  and  carriages;  range 
boilers,  including  stands  for  same,  in  carload  lots;  bolts,  nuts,  washers, 
nut  locks,  rivets,  lag  bolts  and  lag  screws,  in  less  carloads;  iron  and 
steel  box  straps  in  packages,  in  less  carloads;  iron  and  steel  hasps, 
hooks,  hoop  keeps,  staples  and  lap  links,  in  boxes,  kegs  or  barrels,  in 
less  carloads;  wood  screws,  N.  O.  S.,  in  boxes  or  kegs,  in  less  carloads; 
plain  shafting,  not  over  32  feet  long;  iron  and  steel  horse,  mule  and 
ox  shoes,  including  toe  calks,  in  boxes  or  kegs,  in  carloads;  sucker 
rods,  in  packages,  in  less  carloads;   telegraph,  telephone  and  electric 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  91 

line  poles,  cross  arms  and  cross  arm  braces  for  same,  in  less  carloads; 
telegraph  or  telephone  pole  steps,  in  packages,  in  less  carloads;  baling 
ties,  in  packages,  in  less  carloads ;  alcohol,  including  wood  alcohol,  high 
wines  and  pure  spirits,  in  bulk,  in  barrels  or  drums,  carriers'  liability 
limited  to  $2.00  per  measurement  gallon,  unless  actual  value  is  less,  in 
less  carloads;  nails  and  spikes  (not  including  railroad  spikes  or  ship 
and  boat  spikes),  cut  or  wire  N.  O.  S„  in  less  carloads;  horse  nails, 
in  boxes,  in  less  carloads;  cement  coated  nails,  in  boxes  or  kegs,  in  less 
carloads;  paints,  in  less  carloads;  land  platser,  in  packages,  in  less  car- 
loads; powder  keg  material,  metal,  boxed,  in  less  carloads;  quicksilver 
flasks,  in  less  carloads;  car  wheels  and  axles,  in  less  carloads;  rice 
flour,  rice  meal,  rice  flakes  or  flaked  rice  and  broken  rice,  in  less  car- 
loads; rubber  tubing,  in  cases,  crates  or  bales,  in  less  carloads;  bar  and 
slab  iron  up  to  6  inches  wide,  and  rod  hoop  and  band  iron,  in  less  car- 
loads; sad  irons  (not  including  electric,  gas,  gasolene  or  charcoal  sad 
irons),  and  handles  for  same  when  packed  with  sad  irons,  in  boxes,  in 
less  carloads;  scouring,  washing  and  polishing  compounds,  N.  O.  S.  (not 
including  liquid  compounds,  except  when  in  tin  cans,  boxed),  also 
washing  crystals,  in  less  carloads;  ship  and  boat  spikes,  in  less  cal-- 
loads;  shoes,  heads,  rings,  tires  or  dies  (for  quartz  mills),  cams  and 
tappets,  iron  or  steel,  in  less  carloads;  cast  iron  stoves,  in  less  car- 
loads; iron  fireplaces  and  grates  for  same,  N.  O.  S.,  made  of  wrought 
or  cast  iron,  also  furnace  grates,  in  carloads;  portable  fireplaces  and 
grates  for  same,  N.  O.  S.,  and  portable  steam  radiating  mantels,  in 
carloads;  stove  pipe  (including  iron  stove  pipe  cut  in  shape,  nested), 
stove  pipe  elbows,  tees  and  thimbles,  in  carload  lots;  tile,  marble  and 
slate,  boxed  or  crated,  in  less  carloads;  tile,  earthen  or  encaustic,  for 
fiooring  and  'facing,  plain  or  figured,  glazed  or  unglazed,  also  enameled 
brick,  in  less  carloads;  varnish,  in  barrels  or  cans,  boxed,  in  straight 
carloads,  or  mixed  carloads  with  paint,  in  less  carloads;  wall  coating 
and  wall  finish,  N.  O.  S.,  in  boxes,  barrels  or  casks,  in  less  carloads; 
barbed  wire  fence,  including  staples  and  steel  stay  guards,  in  less  car- 
loads; iron  wire,  plain,  galvanized,  tinned  or  coppered  (including,  if 
desired,  steel  stay  guards),  in  less  carloads;  wire  rods,  in  less  carloads; 
approximately  4%. 

On  poultry  food,  namely:  ground  meat  and  bone,  alfalfa  meal,  blood 
meal,  clover  meal,  gluten  meal,  cut  alfalfa,  cut  clover,  grain  screenings, 
millet  seed,  crushed  shells  and  charcoal,  in  packages,  in  less  carloads; 
yellow  metal  and  yellow  metal  nails  and  spikes,  in  less  carloads;  wash- 
ing machines,  including  dish  washers,  boxed  or  crated,  in  less  car- 
loads; approximately  14%. 

On  knobs  for  furniture,  locks  and  pictures,  in  packages,  and  sash 
fasteners  and  locks,  in  packages,  in  carload  lots;  butts  and  hinges 
(except  spring),  in  boxes,  kegs,  barrels  or  casks,  in  less  carloads;  rails, 
including  mining  rails  and  sawmill  track,  and  ties,  iron  and  steel,  in- 
cluding fastenings;  shoddy  rubber  or  reclaimed  rubber,  in  packages,  in 
less  carloads;   rubber  junk,  in  less  carloads;    rubber  tires   (not  pneu- 


gg  RAILROAD    COMMISSION    OF    WASHINGTON 

matic),  for  buggy  and  carriage  wheels,  boxed,  in  carload  lots;  sledges, 
wedges  and  mauls,  iron  or  steel,  in  boxes,  barrels  or  crates,  in  less 
carloads;  solder,  in  less  carloads;  spirits  of  turpentine,  and  turpentine 
substitutes,  in  barrels  or  cases,  in  less  carloads;   approximately  13%. 

On  carriage  and  wagon  axles,  in  less  carloads;  buff  leather,  calf 
finished  (including  patent  leather),  finished  kip,  finished  veal,  finished 
wax  leather,  lace,  latigo,  chamois,  tanned  deer,  tanned  goat  (with  hair 
on),  tanned  shearling  skins,  and  tanned  sheep  skins  (with  wool  on), 
in  less  carloads;  salt,  in  packages,  in  less  carloads;  approximately  17%. 

On  liquors,  N.  O.  S.  (including  fruit  juice,  N.  O.  S.,  but  not  including 
champagne),  in  glass,  packed,  in  less  carloads;  meat  currie,  in  pack 
ages,  in  less  carloads;  organs,  melodians,  pianos,  mechanical  pianos, 
mechanical  piano  players  and  automatic  slot  pianos,  boxed,  pipe  organs, 
also  organ  and  piano  benches,  chairs  and  stools,  in  less  carloads; 
tarred  rope  and  tarred  cordage,  in  less  carloads;  automobile  springs, 
carriage  and  wagon  springs  and  wagon  bolsters  and  seat  springs,  N.  O. 
S.,  also  iron  or  steel  axles,  in  less  carloads;  cotton,  flax,  hemp,  jute, 
fleece,  sail,  spring,  sisal,  Manila,  and  cotton  seine  twine  and  cordage 
and  fish  netting  (cotton),  in  bales,  boxes  or  barrels,  and  all  kinds 
of  rope,  except  wire,  in  less  carloads;  binding  twine  for  harvesters, 
in  less  carloads;   approximately  16%. 

On  condensed  milk,  in  hermetically  sealed  cans,  boxed,  or  in  bottles 
packed  in  boxes,  in  less  carloads;  rhubarb  roots,  dried,  in  packages,  in 
carload  lots;  rubber  tires  (not  pneumatic)  for  buggy  and  carriage 
wheels,  boxed,  in  less  carloads;  bakers'  ovens  (sectional),  steel  and 
iron,  K.  D.,  and  brick  for  same,  in  carload  lots;  gas  and  gasolene  water 
heaters,  instantaneous,  with  copper  or  nickel  plated  jackets,  boxed,  in 
less  carload  lots;  air  tight  heating  stoves  (sheet  iron),  with  or  without 
cast  iron  tops  and  base,  in  carload  lots;  iron  fireplaces  and  grates  for 
same,  N.  O.  S.,  made  of  wrought  or  cast  iron,  also  furnace  grates,  gas 
grates  (boxed  or  crated),  portable  fire  places  and  portable  steam 
radiating  mantels,  iron  lining,  grate  dampers  and  andirons  (iron),  in 
carload  lots;  stoves  or  grates,  gas,  oil  and  gasolene,  and  ovens,  boxed 
or  crated,  in  carload  lots;  air  or  steam  furnace  castings,  iron  floor  or 
wall  ventilators,  in  carload  lots;  tacks,  iron,  N.  O.  S.,  in  boxes,  kegs  or 
barrels,  in  less  carloads;   approximately  3%, 

On  rhubarb  roots,  dried,  in  packages,  in  less  carloads;  bakers'  oven 
(sectional),  steel  and  iron,  K.  D.,  and  brick  for  same,  in  less  carloads; 
approximately  2%. 

On  crude  rubber,  in  packages,  in  less  carloads;  approximately  40%. 

On  pulverized  silicia  or  silex,  in  less  carloads;  soapstone  dust,  in 
packages,  in  less  carloads;   approximately  50%. 

On  soapstone,  N.  O.  S.,  in  less  carloads;  approximately  29%. 

On  building  terra  cotta,  boxed  or  crated;  approximately  19%. 

On  tin  can  tops,  packed  solid  in  boxes,  in  carload  lots;  approxi- 
mately 30%. 

On  tin  can  tops,  packed  solid  in  boxes,  in  less  carloads;  approxi- 
mately 52%. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  93 


On  vanilla  beans  and  tonka  beans,  boxed,  carriers'  liability  limited 
to  $1.00  per  pound,  unless  actual  value  is  less;  approximately  21%. 

That  had  said  rates  as  increased  been  in  force  and  effect  during  the 
years  1905,  1906,  1907  and  1908,  the  earnings  from  interstate  west- 
bound freight  would  have  been  materially  increased;  that  had  said 
lumber  rates  as  increased  been  in  force  in  1906,  1907  and  1908  the 
earnings  from  interstate  business  would  have  been  materially  increased 
during  said  years. 

That  the  interstate  tonnage  and  ton  miles  moved  over  the  lines 
of  said  road  in  this  state  on  substantially  all  freight  other  than  lumber 
and  shingles  very  materially  increased  in  the  year  1907j  over  similar 
tonnage  and  ton  miles  moving  in  1906,  and  equally  increased  in  1908 
over  similar  tonnage  and  ton  miles  moving  in  1907. 

No.  85. 

That  the  cost  of  moving  freight  per  ton  mile  decreases  as  the 
length  of  haul  increases,  due  largely  to  the  assembly  and  terminal 
charge  incurred  in  the  moving  of  freight.  That  after  a  haul  passes 
a  division  and  exceeds  400  miles  the  cost  of  movement  per  ton  mile 
is  not  materially  decreased  by  a  continued  length  of  haul;  that  the 
average  rate  charged  per  ton  mile  on  state  lumber  is  1.3459  cents 
and  the  average  cost  of  moving  a  ton  mile  of  state  lumber  is  .6317 
cent,  while  the  rate  now  charged  under  the  increased  rate  on  inter- 
state lumber  is  .5030  cent  per  ton  mile,  and  the  average  cost  of 
moving  a  ton  mile  of  interstate  lumber  is  ..3328  cent;  that  considering 
the  rates  state  and  interstate  respectively  from  the  standpoint  of 
cost  of  service,  they  are  disproportionate,  the  state  rate  being  too  high 
or  the  interstate  rate  being  too  low,  and  if  a  reduction  in  revenue  is 
justified  on  the  lumber  traffic  the  reduction  should  come  in  the 
first  instance  from  the  state  business. 

That  of  the  freight  moved  oyer  the  lines  in  this  state  in  less  than 
car  load,  the  average  rate  charged  on  state  business  per  ton  mile 
is  6.4945  cents,  and  the  average  cost  of  moving  a  ton  mile  of  such 
freight  is  3.3729  cents,  the  average  rate  charged  on  such  freight 
interstate  per  ton  mile  is  2.4496  cents,  the  average  cost  of  moving  a 
ton  mile  of  such  freight  is  .9998  cent;  the  average  length  of  haul 
of  state  freight  is  89  miles  and  of  such  interstate  freight  851  miles, 
243  miles  of  which  was  over  the  lines  within  the  state;  that  100 
pounds  of  such  state  freight  pays  an  average  rate  of  29  cents  for 
89  miles,  while  100  pounds  of  interstate  freight  moved  over  the  same 
lines  within  the  state  an  average  distance  of  243  miles  for  26  cents. 

That  for  the  fiscal  year  ending  June  30,  1907,  said  railroad  carried 
over  its  lines  from  Tacoma  and  Seattle  to  St.  Paul  large  quantities 
of  goods  consigned  from  China  and  Japan  through  the  port  of  Tacoma 
amounting  as   follows: 

Pounds. 

Bamboo  poles,  etc 307,207 

Beer 407,026 


94  RAILROAD    COMMISSION    OF   WASHINGTON 


Braid 439,193 

Cassia 292,322 

Chinese  goods 1,169,429 

Cinnamon    145,000 

Coffee   64,800 

Curios  1,530,145 

Fire  crackers 269,162 

Gunnies    200,000 

Hemp 5,297,436 

Matting 15,058,937 

Miscellaneous 1,791,005 

Oil   . .  .* 159,059 

Plants  191,734 

Paper  clay 280,000 

Pineapples 123,250 

Porcelain  403,098 

Rice 1,460,573 

Silk 222,350 

Slab  tin 89,685 

Smelting  products 319,120 

Sulphur 436,800 

Stone  81,340 

Tea 6,697,121 

Wine  and  liquors \ 1,980,671 


39,416,463 
Making  a  total  shipment  through  the  port  of  Tacoma  of  such  goods 
of    39,416,463    pounds. 

That  said  railroad  received  for  moving  said  goods  from  Tacoma 
east  an  average  rate  of  .4846  cent  per  ton  mile;  that  all  of  said 
goods  were  handled  from  the  dock  at  the  port  of  Tacoma  through 
longshoremen  employed  by  the  railroad  at  its  cost  and  was  moved 
on  limited  freight  trains,  excepting  teas  and  silks,  which  were  largely 
moved  on  through  passenger  trains;  that  the  cost  of  moving  such 
freight  is  greatly  in  excess  of  the  cost  of  moving  the  average  ton 
of  freight;  that  tea  is  moved  from  Tacoma  to  St.  Paul,  moving  on 
passenger  trains  as  aforesaid,  at  the  rate  of  57.50  cents  per  hundred 
pounds,  while  the  car  load  rate  on  tea  from  Tacoma  to  Spokane, 
being  loaded  by  the  consignor,  is  100  cents  per  hundred  pounds. 

That  silk  is  moved  from  Tacoma  to  St.  Paul,  moving  almost  wholly 
on  passenger  trains,  at  the  rate  of  70.600  cents  per  hundred  pounds, 
while  the  rate  of  silk  and  articles  taking  the  same  classification  in  car 
load  lots  moving  on  freight  trains  from  Tacoma  to  Spokane  being 
loaded  by  the  consignor  moves  at  the  rate  of  135  cents  per  hundred 
pounds. 

That  during  the  said  fiscal  year  1907,  said  railroad  shipped  over 
its  lines  from  St.  Paul  large  quantities  of  freight  destined  to  China 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  95 

and  Japan,  Including  cotton,  cotton  bags,  agricultural  implements, 
bridge  iron,  car  material,  machinery  and  tobacco,  which  freight  was 
carried  at  a  rate  greatly  below  the  average  rate  received  for  freight, 
cotton  being  carried  at  approximately  .4308  cents  per  ton  mile,  or 
approximately  22  cents  per  hundred  pounds  from  Billings  to  Tacoma, 
a  distance  of  1,017  miles,  and  car  material  being  carried  at  approxi- 
mately .2843  cent  per  ton  mile,  or  27  cents  per  hundred  pounds  from 
St.  Paul  to  Tacoma. 

That  on  or  about  the  23d  day  of  October,  1908,  said  railroad  issued 
its  transcontinental  westbound  tariff  superseding  the  tariff  then  in 
force,  which  new  tariff  becomes  effective  January  1,  1909,  by  which 
new  tariff  the  rates  on  freight  from  eastern  shipping  points  is  gen- 
erally advanced  and  raised  over  what  said  rates  were  in  the  tariff 
in  force  since  the  year  1906. 

The  Commission  finds  that  if  the  rates  now  in  force  and  now 
charged  on  interstate  freight  moving  over  the  lines  in  this  state 
had  been  in  force  and  charged  during  the  years  1905,  1906,  1907  and 
1908,  the  earnings  credited  to  the  lines  in  the  state  of  Washington 
on  interstate  business  during  said  years  would  have  been  materially 
increased. 

That  since  1905  there  has  been  an  advance  in  said  rates  as  shown 
by  the  tariffs  issued  by  the  Northern  Pacific  Railroad  on  state  busi- 
ness; such  advance,  however,  has  been  on  items  of  small  tonnage 
and  the  revenue  derived  from  state  business  has  not  been  materially 
increased;  there  has  been  no  advance  in  state  grain,  lumber,  coal, 
logs,  live  stock,  hay,  fresh  fruit  and  vegetables,  brick,  sand  and  stone 
and  the  commodities  constituting  the  principal  tonnage  of  the  state. 

No.  86. 
That  following  the  system  of  accounts  adopted  by  the  railroads, 

the   cost  of   operation   hereinbefore   set   out  has   not  included   taxes 

paid  on  railroad  property  within  the  state;  that  said  road  paid  taxes 

on  its  property  in  this  state  as  follows: 

For  the  year  1905 $354,506  45 

For  the  year  1906 634,243  87 

For  the  year  1907 666,838  27 

And  the  Northern  Pacific  Railway  Company  estimates  its  taxes  for 

the  year  1908  to  be  the  sum  of  $1,012,415.48. 

No.  87. 

That  the  earnings  and  expenses  of  operation  hereinbefore  set 
out  as  earnings  and  expenses  of  said  road  for  the  years  1905,  1906 
and  1907  did  not  include  their  earnings  from  or  expenses  incurred  in 
operating  the  Washington  &  Columbia  River  branch  or  the  Port 
Townsend  Southern  Railroad,  as  during  said  years  the  Washington  & 
Columbia  River  and  the  Port  Townsend  Southern  were  operated  as 
separate  and  distinct  corporations;  that  the  earnings  and  operating 
expenses  herein  set  out  for  the  year  1908  includes  the  Washington 


96 


RAILROAD   COMMISSION   OF   WASHINGTON 


&  Columbia  River  branch,  but  does  not  include  the  earnings  or  ex- 
penses from  or  connected  with  the  Port  Townsend  Southern  Railroad. 

No.  88. 

That  under  the  rates  now  charged  the  probable  and  estimated  gross 
earnings  of  the  said  railroad  from  state  business  over  its  lines  in  the 
state  of  Washington  for  the  fiscal  year  ending  June  30th,  1909,  is  the 
sum  of  $13,291,556.00;  that  the  estimated  expenses  of  earning  the  same, 
exclusive  of  interest  on  the  va'ue  of  the  investment  or  of  interest  on 
the  funded  indebtedness,  and  dividends  on  stock,  is  the  sum  of 
$4,830,671.00. 

No.  89. 

That  the  relative  volume  of  freight  business,  relative  rates  and  rel- 
ative cost,  state  and  interstate,  is  shown  as  follows ; 


Class  Commodity. 


Ton  Miles  Hauled. 


State. 


Inter- 
state. 


Less  than  car  loads i  2,366,165 

Grain i  30,105.916 

Lumber i  6,058,488 

Logs,  etc I  7,520.105 

Coal j  10,839,004 


1st  class. 
2nd  class. 
3rd  class  . 
4th  class  . 
5th  class  . 


A  class. 
B  class 
C  class. 
D  class. 

E  class . 


28,755 

13  882 

98,165 

79.325 

599,856 

352.048 

344,074 

97.173 

665,342 

726,743 

1.266.305 

1,457,620 

4.186.875 


6.689,128 
17,654,736 
89.668.949 

846,087 
3,608,145 
2,450.226 

704.859 
1.942,559 
1.082.463 
9,:i87.515 
5.376,774 
2,328.564 

394,386 

704.860 
7,535,942 
7,727,624 
1,291.660 
1.028,503  I 


Relative  Rate. 

State. 

Inter- 
State. 

.519 

.365 

'      .11 

.102 

i     .114 

.095 

1     .052 

.083 

J     .082 

.079 

'!     .564 

.156 

1     .576 

.498 

!     .363 

.273 

.204 

.263 

.201 

.166 

.201 

.166 

,     .255 

.249 

1     .343 

.301 

1     .167 

.164 

.190 

.122 

.190 

.122 

.125 

.105 

1     .125 

.105 

Relative  Cost. 


State. 


3.3730 
1 .0410 
1.8981 
1 .2718 
1.0672 
.8500 
1.1156 
1.1156 
1.1156 
1.1156 
1.2865 
1.1156 
1.1156 
1.1156 
1.1156 
1.7031 
1.1156 
1.1638 


Inter- 
state. 


That  there  were  82,062,092  passengers  carried  one  mile  intrastate, 
and  139,507,552  passengers  carried  one  mile  within  the  state  on  inter- 
state haul;  the  rate  per  passenger  mile  allowing  for  all  revenues 
derived  from  operation  of  passenger  trains  was  3.1992  cents  per  pas- 
senger mile  state  and  2,0481  cents  per  passenger  mile  interstate. 
The  cost  per  passenger  mile,  allowing  for  all  operating  expenses 
connected  with  operation  of  passenger  trains  was  1.116%  per  pas- 
senger mile  state  to  1%  per  passenger  mile,  interstate. 


No.  90. 

That  based  upon  the  relative  cost  of  service  and  the  relative  value 
of  the  service  rendered  the  shipper,  the  rates  charged  upon  intrastate 
shipments  is  greatly  in  excess  of  the  rates  charged  upon  interstate 
shipments  and  if  the  revenues  derived  by  said  company  from  the 
busiT>^s  done  by  it  over  its  lines  in  this  state  are  in  excess  of  a 
reasonable  return  on  the  value  of  the  property  and  if  for  that  reason 


PL>ID1NGS   APPLICABLE    TO    N.  P.  RY.  CO.  97 


a  decrease  in  the  revenue  from  the  reduction  of  rates  is  justified, 
such  decrease  should  be  first  made  on  the  intrastate  business. 

No.  91. 
From  a  consideration  of  all  of  the  evidence  and  a  consideration  of 
the  foregoing  findings,  the  Commission  concludes  as  a  further  fact  that 
the  value  of  the  property  of  the  Northern  Pacific  Railway  Company  in 
the  state  of  Washington,  used  by  it  for  the  accommodation  of  state 
business  was  and  is  41%  of  the  total  value  of  the  property  used  for 
each  of  the  years  1906,  1907  and  1908  as  heretofore  found  and  the 
value  of  its  property  within  the  state  used  by  it  for  the  accommodation 
and  use  of  interstate  business  was  and  is  59%  of  the  total  value  of 
the  property  for  each  of  the  years  1906,  1907  and  1908,  and  that  the 
present  value  of  the  property  of  the  said  road  used  by  it  for  state 
business  is  the  sum  of  $45,226,464.50,  plus  its  proportion  (calculated  at 
41%)  of  the  money  expended  for  new  construction,  new  equipment  and 
betterments  properly  chargeable  to  capital  account  for  the  fiscal  year 
ending  June  30th,  1908,  and  the  present  value  of  its  property  within 
the  state  used  for  interstate  business  is  the  sum  of  $65,081,- 
985.50,  plus  its  proportion  (calculated  at  59%)  of  the  money  expended 
for  new  construction,  new  equipment,  and  betterments  properly  charge- 
able to  capital  account  for  the  fiscal  year  ending  June  30th,  1908. 

The  reasons  for  the  foregoing  division  of  value  are  found  in  the 
memoranda  opinion  immediately  following  the  findings  pertaining  to 
and  affecting  the  Great  Northern  Railway  Company. 

WITNESS  THE  RAILROAD  COMMISSION  OF  WASHINGTON  this 
31st  day  of  December,  A.  D.  1908. 

JOHN  C.  LAWRENCE, 
JESSE  S.  JONES, 

Members  of  Commission. 
Attest:     O.  O.  CALDERHEAD,  Secretary. 

I  concur  in  the  foregoing  findings  except  in  finding  No.  91. 
The  reasons  for  my  dissenting  from  this  conclusion  are  found  in 
the  dissenting  opinion  following  the  Great  Northern  Findings. 

H.  A.  PAIRCHILD, 
Chairman  of  Commission. 
7— A 


98 


RAILROAD    COMMISSION    OF    WASHINGTON 


EXHIBIT  A.     REORGANIZATION   AGREEMENT. 


Office  of  the 

Northern  Pacific  Reorganization  Committee, 

Mills  Building,  New  York. 

March  16th,  1896. 
To  the  Holders  of  the  Bonds  and  Stocks  issued  or  guaranteed  'by  the 
Northern  Pacific  Railroad  Company: 
The  property  of  the  Northern  Pacific  Railroad  Company  comprises, 
in  various  forms  of  ownership  and  control, 
A  Railway  System  of  4,706  miles; 
A  Land  Grant  of  about  43,000,000  acres,  and 

Sundry  Bonds,  Stocks  and  Accounts,  representing  interests  in 
Terminal,  Express,  Coal  and  Navigation  Companies. 

This  property  is  represented  by  fifty-four  corporations,  which  have 
issued  $380,000,000  of  Bonds  and  'stocks,  of  which  all  are  now  outstand- 
ing, and  $271,949,044,  including  defaulted  interest  to  December  31, 
1896,  are  owned  directly  by  the  public. 

The  present  fixed  Annual  Interest  and  Sinking  Fund 

Charges  amount  to    $  10,905,690.00 

The  adjusted  Net  Income  from  all  sources  applicable 
to  these  Fixed  Charges  has  been: 

For  the  Fiscal  Year  ending  June  30,  1895 6,015,846.62 

And  during  the  past  five  years  has  averaged. . . .         7,801,645.78 
The    Plan    for    Independent    Reorganization    of    the    property    has 
been  drawn  upon  the  following  basis: 

First. — The  abandonment  of  Chicago  as  the  Eastern  Terminus,  and 
the  Limitation  of  the  Railway  on  the  East  by  the  Mississippi  River 
and  the  Great  Lakes. 

The  Bonds  and  Stocks  of  the  Chicago  &  Northern  Pacific  Railroad 
Company  and  the  Chicago  &  Calumet  Company,  or  their  successor 
companies,  remaining  as  Northern  Pacific  assets,  will  be  disposed  of 
when  they  can  be  sold  advantageously,  and  their  proceeds  applied  to 
the  benefit  of  the  property. 

Second. — The  ultimate  Union  of  Main  Line,  Branches  and  Terminal 
Properties  Through  Direct  Ownership  by  a  Single  Company, 

So  far  as  practicable  the  ownership  in  fee,  or  otherwise,  of  the 
Equipment,  Branch  Line  and  Terminal  properties  (other  than  the 
Portland  terminal)  will  be  acquired  and  vested  in  the  new  Company 
and  covered  by  its  new  mortgages. 

Third. — The  Reduction  of  the  Fixed  Annual  Charges  to  Less  than 
the  Minimum  Earnings  Under  Probable  Conditions. 

The  Net  Income  applicable  to  Fixed  Charges  has  fluctuated  from 
$10,067,408.37  in  the  fiscal  year  1891-92  to  $4,449,999.04  in  1893-94. 
The  average  of  the  past  five  years  has  been  $7,801,645.78. 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  99 


The  smallest  results  were  brought  about  by  the  well-known  com- 
bination of  currency  panic,  floods,  social  disorders  and  short  crops, 
all  of  which  are  unlikely  to  occur  again  at  any  one  time. 
The  net  income  during  the  last  fiscal  year,  1894-95,  as 

shown  on  page  20,  was $  5,657,483.49 

To  which  should  be  added  allowance  for  extraordinary 

expense  of  the  receiverships,  of 358,363.13 


Thus  making  the  adjusted  Net  Income  of  that  year..   $  6,015,846.62 

The  gross  earnings  of  the  present  fiscal  year  show  an  increase  of 
about  16  per  cent,  over  the  gross  earnings  for  the  same  period  of 
the  previous  year. 

The  fixed  annual  charges  under  the  Plan  of  Reorganization,  when 
fully  carried  out  (exclusive  of  bonds  reserved  for  new  construction), 
will  amount  to  $6,052,660. 

Fourth. — Ample  provision  for  Additional  Capital  as  Required  in  a 
Series  of  Years  for  the  Development  of  the  Property  and  for  the 
Greater  Facilities  Necessitated  by  an  Increased  Business. 

In  their  report  of  September  last,  the  receivers  state  "that  provis- 
ion should  be  made  for  extraordinary  expenditures  in  the  next  five 
years  of  $9,000,000,  in  order  to  place  the  property  on  an  equal  footing 
with  its  rivals  for  economical  operation." 

RAILWAY  SYSTEM  AND  ITS  MORTGAGE  LIENS. 
The  railroad  of  the  Northern  Pacific  System  is  composed  of 

Main  Line 45.7Z%  2,152.35  miles. 

Branches   54.27%  2,554.09 


100.     %  4,706.44  miles. 

The  General  First,  Second  and  Third  Mortgage  Bonds  are  secured 
by  liens  in  their  respective  order  upon  the  Land  Grant  and  upon  the 
Main  Line  railroad,  as  above. 

The  Consolidated  Mortgage  Bonds  are  secured  by  a  fourth  lien 
upon  the  Land  Grant  and  upon  the  Main  Line  railroad,  and  also  by  the 
pledge  of  First  Mortgage  Bonds  upon  various  Branch  Lines  having 
an  aggregate  length  of  1,415.85  miles. 

None  of  the  four  mortgages  cover  (except  by  leasehold)  any  of  the 
terminal  properties  owned  by  the  St.  Paul  &  Northern  Pacific  Railroad 
Company,  the  Northern  Pacific  Terminal  Company  of  (Portland) 
Oregon,  or  the  Northern  Pacific  &  Manitoba  Terminal  (Winnipeg),  all 
of  which  are  owned  by  separate  organizations. 

There  are  other  branch  roads  comprising  1,138.24  miles,  the  bonds 
of  which  are  directly  owned  by  the  public. 

UNITED  STATES   LAND  GRANT. 
The  Public  Lands  granted  by  the  United  States  to  the  Northern 
Pacific  Railroad  Company  under  Its  charter  July  2,  1864,  amounted  to 


100  RAILROAD    COMMISSION    OF    WASHINGTON 


12,800  acres  to  the  mile  of  track  in  the  States  of  Minnesota  and  Ore- 
gon, and  25,600  acres  per  mile  in  the  intermediate  Territories, 

It  is  estimated  that  under  this  grant  the  Company  is  entitled  to 
receive  about  43,000,000  acres,  of  which  22,823,115  acres  have  been 
selected  as  belonging  to  the  Northern  Pacific  Railroad  Company.  Of 
these.  United  States  patents,  vesting  the  title  to  the  fee  of  such  lands 
in  the  Company,  have  been  received  for  15,939,189  acres. 

The  operations  of  the  Land  Department,  as  shown  on  page  21, 
during  the  past  five  years  show  that  from  all  sources  (exclusive  of 
proceeds  of  sales  applicable  to  the  Preferred  Stock,  or  by  Trustees 
of  Prior   Mortgages   to   their   interest   and   sinking   funds),   the   total 

Income  was  $  3,076,308.37 

while  the  Expenses  and  Taxes  amounted  to 1,304,145.39 

leaving  for  the  Sinking  Fund  of  the  General  First  Mort- 
gage only $  1,772,162.98 

while  for  the  same  period  the  requirements  thereunder 

amounted  to 3,272,860.00 

This  Deficiency  in  Proceeds  from  Land  Sales,  amount- 
ing  to $  1,500,697.02 

was  supplied  from  the  Net  Earnings  of  the  Operating  Department  of 
the  Railroad  Company. 

Of  late  the  diminution  of  sales  of  lands  applicable  to  this  and  other 
mortgages,  has  thrown  upon  the  transportation  earnings  of  the  Com- 
pany the  burden  of  their  Sinking  Fund  charges. 

These  charges,  with  the  other  Sinking  Fund  obligations  to  the 
public,  amounting  to  $1,463,763  per  annum,  will  be  entirely  relieved 
by  the  full  operation  of  the  Plan  of  Reorganization. 

None  of  the  new  bonds  will  be  subject  to  drawing  or  compulsory 
redemption  prior  to  their  regular  maturity,  a  feature  now  quite  gen- 
erally recognized  by  investors  as  most  desirable.  At  the  same  time 
they  will,  after  the  retirement  of  the  present  General  First  Mortgage 
Bonds,  receive  all  the  benefits  of  the  land  sales  through  the  mortgage 
provision  that  one-half  the  proceeds  thereof,  not  exceeding  $500,000 
in  any  one  year,  shall  be  used  in  the  purchase,  at  not  exceeding  110 
per  cent.,  and  the  cancellation,  of  Prior  Lien  4  per  cent.  Bonds,  and 
when  these  are  not  obtainable,  then  in  the  purchase,  at  not  exceeding 
100  per  cent.,  and  the  cancellation,  of  General  Lien  3  per  cent.  Bonds, 
and  that  the  remainder  shall  be  used  for  betterments  and  additions 
to  the  mortgaged  property. 

As  it  now  stands,  the  System  in  its  form  of  incorporation  and  cap- 
italization, is  a  development  without  method  or  adequate  preparation 
for  growth.  Scarcely  any  single  security  is  complete  in  itself.  The 
Main  Line  Mortgages  cover  neither  feeders  nor  terminals.  The 
Terminal  Mortgages  may  be  bereft  of  their  Main  Line  support.  The 
Branch  Line  Bonds  are  dependent  upon  the  Main  Line  for  interchange 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  iQl 


of  business,  and  the  Main  Line  owes  a  large  part  of  its  business  to 
the  Branch  Lines. 

The  principal  object  of  the  Reorganizatiop  Committee  has  been  to 
preserve  the  integrity  of  the  System.  The  Pian  aOw;  pr^^sente^  '2ci'  the 
reorganization  of  the  property  is  founded  upoii  the  idea  that  its  unifi- 
cation means  its  preservation  and  prosperity,. 'both  6r' IwlliJcli,)' iV'Jsi l^t?: 
lieved,  can  now  be  thus  permanently  accomplishfefi'  'ivith  the  best  pos- 
sible security  and  results  for  all  interests. 

Tbe  conversion  of  the  General  First  Mortgage  Bonds  upon  the 
terms  set  forth  in  the  Plan  is  recommended  by  Messrs.  J.  P.  Morgan 
&  Co.,  August  Belmont  &  Co.  and  Winslow,  Lanier  &  Co.,  who  orig- 
inally issued  those  bonds,  as  well  as  by  the  German  Committee  of 
General  First  Mortgage  Bonholders. 

The  Plan  has  been  prepared  with  the  approval  and  cooperation 
of  Messrs.  J.  P.  Morgan  &  Co.  and  the  Deutsche  Bank. 

The  Plan  has  received  the  approval  of  the  representatives  of  a 
majority  of  the  Bondholders  of  the  three  Main  Line  mortgages  in 
process  of  foreclosure  (the  General  Second,  General  Third  and  Con- 
solidated Mortgages),  and  of  other  important  interests  affected  by  the 
terms  of  reorganization. 

It  has  also  received  the  approval  of  the  interests  represented  by 
the  Protective  Committee. 

Messrs.  J.  P.  Morgan  &  Co.  and  the  Deutsche  Bank  have  formed 
the  necessary  Syndicate  of  $45,000,000,  and  Messrs.  J.  P.  Morgan  &  Co. 
will  act  as  Reorganization  Managers, 

EDWARD  D.  ADAMS,  Chairman. 

JOHN    C.    BULLITT, 

LOUIS   FITZGERALD, 

CHARLES  H.  GODFREY, 

J.  D.  PROBST, 

JAMES  STILLMAN, 

ERNST  THALMANN, 

Reorganization  Committee  . 
The  undersigned  Protective  Committee  hereby  join  in  recommend- 
ing the  prompt  acceptance  of  the  accompanying  Plan  and  Agreement. 

BRAYTON   IVES,   Chairman. 
AUGUST  BELMONT, 
GEORGE  R.  SHELDON, 
CHARLEMAGNE  TOWER  ,JR., 
Protective  Committee. 
SILAS   W.   PETTIT, 

Counsel. 
New  York,  March  16th,  1896. 


102  RAILROAD    COMMISSION    OF    WASHINGTON 


PLAN  FOR  THE  REORGANIZATION  OF  THE  NORTHERN  PACIFIC 

SYSTEM. 


Con-ditions  of   Participation. 

Pejrticipation  under  this  Plan  of  Reorganization  in  any  respect 
whats-oever  is  dependent  on  the  deposit  of  securities  with  one  of  the 
Depositaries,  Messrs.  J.  P.  MORGAN  &  CO.,  23  Wall  Street,  New 
York,  Messrs.  DREXEL  &  CO.,  Fifth  and  Chestnut  Streets,  Philadel- 
phia, the  DEUTSCHE  BANK,  Berlin,  and  its  Branches  at  Frankfort- 
on-Main,  Bremen,  Hamburg,  Munich  and  London,  within  such  time  as 
may  be  fixed  by  notice,  and  will  embrace  only  securities  so  deposited. 

No  securities  will  be  received  on  deposit  unless  in  negotiable  form, 
and  bonds  must  carry  all  unpaid  coupons. 

Pursuant  to  the  arrangement  with  a  Syndicate,  hereinafter  stated: 

As  consideration  for  shares  of  the  new  Company  as  hereinafter 
indicated,  Depositors  of  Preferred  Stock  must  also  pay  $10  per  share 
for  new  Preferred  and  Common  Stock,  and  Depositors  of  Common 
Stock  must  pay  $15  per  share  for  new  Common  Stock. 

The  payments  by  Depositors  of  such  Common  and  Preferred  Stock 
must  be  made  at  the  offices  of  Messrs.  J.  P.  Morgan  &  Co.,  New  York, 
or  Messrs.  Drexel  &  Co.,  Philadelphia,  or  of  the  Deutsche  Bank,  Berlin 
and  London,  at  the  option  of  each  depositing  stockholder,  in  not  less 
than  three  installments,  at  least  thirty  days  apart,  when  and  as  called 
for  by  advertisement  in  each  instance  at  least  twice  a  week  for  two 
weeks  in  two  of  the  daily  papers  of  general  circulation  published  in 
the  Cities  of  New  York,  Philadelphia,  London  and  Berlin,  respectively. 

All  payments  must  be  receipted  for  by  one  of  the  Depositaries  on 
the  Certificates  of  Deposit. 

Failure  to  pay  any  installment  when  and  as  payable  will  subject 
the  deposited  stock  and  all  rights  on  account  of  any  prior  payments  to 
forfeiture,  as  hereinafter  provided. 

Holders  of  Certificates  of  the  Mercantile  Trust  Company  of  New 
York  for  General  Second,  General  Third  and  Consolidated  Mortgage 
Bonds,  deposited  under  the  existing  Bondholders'  Agreement  of  Feb- 
ruary 19,  1894,  will  be  entitled  to  the  benefits  of  this  Plan  without  the 
issue  of  new  receipts  or  certificates,  provided,  that  if  hereafter  re- 
quired by  the  Managers  and  within  the  time  limited  therefor,  such 
existing  certificates  be  produced  to  one  of  the  Depositaries  and  stamped 
as  assenting  to  this  Plan. 

All  holders  of  General  Second,  General  Third  and  Consolidated 
Mortgage  Bonds  who  have  not  already  deposited  their  bonds  with  the 
M^^'  ^?antile  Trust  Company  of  New  York  under  the  existing  Bondhold- 
ers' Agreement  shall,  by  delivery  of  their  bonds  to  the  Depositaries, 
be  deemed  to  deposit  their  bonds  under  said  Bondholders'  Agreement, 
and,  for  the  bonds  deposited,  will  receive  Certificates  of  said  Trust 
Company  issued  under  that  agreement,  duly  stamped  by  one  of  the 
Depositaries  as  assenting  to  this  Plan. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  IQS 

The  Depositaries  will  issue  negotiable  receipts  for  all  other  se- 
curities deposited  with  them. 

The  holders  of  receipts  heretofore  issued  by  the  New  York  Se- 
curity and  Trust  Company  of  New  York  for  General  Second  Mortgage 
Bonds,  and  by  the  New  York  Guaranty  and  Indemnity  Company  for 
General  Third  Mortgage  Bonds,  must  surrender  the  same  to  one  of 
the  Depositaries  and  must  obtain  suitable  new  certificates  hereunder 
in  exchange  therefor,  in  order  to  entitle  them  to  any  bnefit  of  this 
Plan.  Bonds  represented  by  such  receipts  not  actually  delivered  to 
the  Depositaries  will  not  be  entitled  to  participation  herein. 

New  Railroad  Company. 

At  the  discretion  of  the  Managers,  the  various  properties  will  be 
sold  under  one  or  more  of  the  several  mortgages  in  default,  or  other- 
wise dealt  with,  and  a  successor  company  will  be  organized. 

Pending  their  use  for  reorganization  purposes,  the  securities  de- 
posited hereunder  will  be  delivered  by  the  Depositaries  to  one  or 
More  Trust  Companies,  to  be  held  by  them  respectively  subject  to  the 
order  and  control  of  the  Managers. 

All  securities  deposited  under  the  Plan  are  to  be  kept  alive  so  long 
as  deemed  necessary  for  the  purpose  of  reorganization. 

New    Stocks    and    Bonds. 

The  new  Company  is  to  authorize  the  following  securities: 

First.  Prior  Lien  One  Hundred  Year  4  per  cent.  Gold  Bonds  for 
$130,000,000.* 

These  bonds  are  to  be  secured  by  a  mortgage  upon  the  Main 
Line,  Branches,  Terminals,  Land  Grant,  Equipment,  and  other  property, 
embraced  in  the  reorganization  as  carried  out,  and  also  upon  all  other 
property  thereafter  acquired  by  the  use  of  any  of  the  bonds  to  be 
issued  under  both  the  new  mortgages. 

The  present  General  First  Mortgage  covers  only  the  main  line,  land 
grant  and  the  equipment  so  far  as  owned  by  the  Company. 

The  proceeds  of  the  land  applicable  to  the  new  bonds  after  the 
retirement  of  the  General  First  Mortgage  Bonds  (as  provided  below) 
will  be  applied,  one-half,  but  not  in  any  one  year  exceeding  $500,000, 
to  the  purchase  of  the  Prior  Lien  4  per  cent.  Bonds  at  not  exceeding 
110  per  cent.,  and  their  cancellation,  and  the  remainder,  under  care- 
fully guarded  restrictions  in  the  mortgage,  will  be  used  for  better- 
ments and  additions  to  the  property  pledged  as  security  for  the  bonds. 


♦Bonds  will  be  issued  in  the  following  denominations:  Cou'^gn 
Bonds  of  $500  and  $1,000,  with  privilege  of  conversion  into  Registered 
Bonds  of  $1,000  and  $10,000. 

All  interest  will  be  payable  quarterly,  and  both  principal  and  in- 
terest will  be  payable  in  United  States  gold  coin  of  the  present  stand- 
ard of  weight  and  fineness,  without  deduction  for  any  taxes  which 
the  Railroad  Company  may  be  required  to  pay  or  retain  therefrom. 


104  RAILROAD    COMMISSION    OF    WASHINGTON 

Whenever  these  bonds  cannot  be  purchased  at  the  maximum  price, 
the  unapplied  land  proceeds  for  that  year  will  be  used  to  purchase 
the  General  Lien  3  per  cent.  Bonds  at  not  exceeding  100  per  cent,  and 
their  cancellation. 

These  bonds  are  to  be  appropriated  approximately  as  follows: 
To  retire  an   equal  amount  of  General  First   Mortgage 

Bonds   $     41,879,000 

To  provide  for  the  conversion  and,  so  far  as  necessary, 
for  the  Sinking  Fund  of  the  General  First  Mortgage 
Bonds  (any  amount  not  so  used  to  be  added  to  the 

reserve  for  new  construction,  etc.) 14,657,650 

For  the  payment  of  Receivers'  Certificates  and  Equip- 
ment Trust,  and  the  conversion  of  the  Collateral 
Trust  Notes  and  General  Second  Mortgage  Bonds. .         40,040,350 


Total   present  issue  under   the   Plan $     96,577,000 

Reserved  to  provide  at  their  maturity  for  an  equal 
amount  of  Bonds  of  the  St.  Paul  &  Northern  Pa- 
cific Railroad  Company 8,423,000 

Estimated  amount  to  be  reserved  for  new  construction, 
betterments,  equipment,  etc.,  under  carefullly 
guarded  restrictions  in  the  mortgage,  and  to  the 
extent  of  not  exceeding  $1,500,000  per  annum 25,000,000 


Total  authorized  issue $  130,000,000 

Second.  General  Lien  150  Year  3  per  cent.  Gold  Bonds*,  limited  in 
amount  to  -$60,000,000,  in  addition  to  a  reserve  for  the  100  year  4 
per  cent.  Prior  Lien  Mortgage  of  $130,000,000. 

These  bonds  are  to  be  secured  by  a  mortgage  second  in  lien  to 
the  Prior  Lien  Mortgage,  and  covering  the  same  property. 

They  are  to  be  appropriated  approximately  as  follows: 
For  the  conversion  of  the  General  Third  Mortgage  Bonds, 
Dividend  Certificates,  and  the  Consolidated  Mort- 
gage and  Branch  Line  Bonds  under  the  Plan $     56,000,000 

Estimated  amount  to  be  reserved  under  carefully  guarded 
restrictions  in  the  mortgage,  for  new  construction, 
betterments,  equipment,  etc 4,000,000 


Total  issue  in  excess  of  Prior  Lien  Bonds 60,000,000 

Reserve  to  provide  for  the  Prior  Lien  Bonds  at  their  ma- 
turity in  100  years 130,000,000 


Maximum  amount  of  both  Mortgages $  190,000,000 


*Bonds  will  be  issued  in  the  following  denominations:  Coupon 
Bonds  of  $500  and  $1,000,  with  privilege  of  conversion  into  Registered 
Bonds  of  $1,000  and  $10,000. 

All  interest  will  be  payable  quarterly,  and  both  principal  and  in- 
terest will  be  payable  in  United  States  gold  coin  of  the  present  stand- 
ard of  weight  and  fineness,  without  deduction  for  any  taxes  which 
the  Railroad  Company  may  be  required  to  pay  or  retain  therefrom. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  iQS 

Third.  Preferred  Stock,  4  per  cent.  Non-cumulative,  limited  in 
amount,  under  this  Plan,  to  not  exceeding  $75,000,000,  which  amount 
can  be  increased  only  with  the  consent  of  the  Preferred  and  Common 
Stockholders,  as  hereinafter  set  forth.  All  the  Preferred  Stock  will 
be  in  shares  of  $100  each,  and  will  be  registered  and  transferable,  at 
the  option  of  the  holder,  either  in  New  York  or  at  the  Deutsche  Bank, 
Berlin.  Dividends  upon  stock  registered  in  Berlin  may  be  collected 
there  at  the  rate  of  4.20  marks  per  dollar. 

Each  share  of  this  Preferred  Stock  will  be  entitled  to  non-cumula- 
tive dividends  ot  the  extent  of  four  per  cent,  per  annum,  payable 
quarterly  out  of  surplus  net  earnings  in  each  fiscal  year  before  any 
dividends  for  such  year  shall  be  paid  on  the  Common  Stock,  and  with- 
out deduction  for  any  United  States,  State  or  municipal  taxes  that 
the  Railroad  Company  may  at  any  time  be  required  to  pay  or  retain 
therefrom. 

In  any  fiscal  year  in  which  four  per  cent,  dividends  shall  have  been 
declared  on  both  preferred  and  common  stock,  all  shares,  whether 
preferred  or  common,  shall  participate  equally  in  any  further  divi- 
dends for  such  year. 

Provision  will  be  made  that  after  the  termination  of  the  Voting 
Trust  hereinafter  provided  for,  the  Preferred  Stock  is  to  have  the 
right  to  elect  a  majority  of  the  Board  of  Directors  of  the  new  Com- 
pany whenever  for  two  successive  quarterly  periods  the  full  and  regu- 
lar quarterly  dividends  upon  the  Preferred  Stock,  at  the  rate  of  four 
per  cent,  per  annum  are  not  paid  in  cash. 

The  right  will  be  reserved  by  the  new  Company  to  retire  this 
stock,  in  whole  or  in  part,  at  par,  from  time  to  time,  upon  any  first 
day  of  January  during  the  next  twenty  years. 

The  Preferred  Stock  will  be  appropriated  approximately  as  fol- 
lows: 

For  conversion  and  adjustment  of  various  Main  Line  and 
Branch  Line  Mortgage  Bonds  and  the  defaulted  in- 
terest thereon,  and  other  purposes,  as  provided  in 

the    Plan $     72,500,000 

Estimated  amount  which  may  be  used  for  reorganization 
purposes  or  may  be  available  as  a  Treasury  asset 
of  the  new  Company 2,500,000 


$     75,000,000 


Fourth.    Common  Stock  to  the  amount  of  not  exceed- 
ing $80,000,000,  in  shares  of  $100  each. 

This    stock    will    be    appropriated    approximately    as 
follows: 

For  purposes  of  reorganization,  as  provided  in  the  Plan. .   $     77,500,000 
Estimated  amount  which  may  be  used  for  reorganization 
purposes  or  may  be  available  as  a  Treasury  asset 
of  the  new  Company 2,500,000 


$     80,000,000 


106  RAILROAD    COMMISSION    OF    WASHINGTON 

Voting    Trust. 

In  furtherance  of  this  independent  reorganization  and  the  adminis- 
tration of  the  property  and  of  the  securities,  both  classes  of  stock  of 
the  new  Company  (except  such  number  of  shares  as  may  be  disposed 
of  to  qualify  directors)  are  to  be  vested  in  the  following  five  Voting 
Trustees:  J.  Pierpont  Morgan,  Georg  Siemens,  August  Belmont, 
Johnston  Livingston  and  Charles  Lanier, 

In  the  event  of  the  death  of  any  person  designated  as  a  Voting 
Trustee,  prior  to  the  creation  of  the  Voting  Trust,  the  vacancy  shall 
be  filled  as  provided  in  the  Reorganization  Agreement  hereunto  an- 
nexed, and  which  is  comprised  in  and  forms  a  part  of  this  Plan,  with 
the  same  force  and  effect  as  though  herein  set  forth  at  length.  The 
stock  shall  be  held  by  the  Voting  Trustees  and  their  successors, 
jointly  (under  a  trust  agreement  prescribing  the  powers  and  duties 
to  be  exercised  by  them,  or  by  a  majority  of  them,  and  the  method 
of  filling  vacancies)  for  five  years,  although  the  Voting  Trustees,  in 
their  discretion,  may  deliver  the  stock  at  any  earlier  date.  Until 
delivery  of  stock  is  made  by  the  Voting  Trustees,  they  shall  issue 
Stock  Trust  Certificates  entitling  the  registered  holders  to  receive,  at 
the  time  therein  provided,  stock  certificates  for  the  number  of  shares 
therein  stated,  and  in  the  meanwhile  to  receive  payments  equal  to 
the  dividends  collected  by  the  Voting  Trustees  upon  a  like  number  of 
shares,  which  shares,  however,  with  the  voting  power  thereon,  shall 
be  vested  in  the  Voting  Trustees  until  the  stock  shall  become  deliver- 
able, as  provided  in  such  Trust  Agreement  and  certificates  of  the 
Voting  Trustees. 

Restrictions  as  to  Additional  Mortgage  Debt  and  Preferred  Stock. 

Provision  is  to  be  made  that  no  additional  mortgage  shall  be  put 
upon  the  property  to  be  acquired  hereunder,  nor  the  amount  of  the 
Preferred  Stock  authorized  under  this  plan  be  increased,  except,  in 
each  instance,  after  obtaining  the  consent  of  the  holders  of  a  majority 
of  the  whole  amount  of  the  Preferred  Stock,  given  at  a  meeting  of  the 
Stockholders  called  for  that  purpose,  and  the  consent  of  the  holders 
of  a  majority  of  such  part  of  the  Common  Stock  as  shall  be  repre- 
sented at  such  meeting,  the  holders  of  each  class  of  stock  voting 
separately.  During  the  existence  of  the  Voting  Trust,  the  consent  of 
the  holders  of  like  amounts  of  the  respective  classes  of  beneficial  cer- 
tificates shall  also  be  necessary  for  the  purposes  indicated. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO. 


107 


Estimate  of  Total   New  Capitalization*,  Under  the   Plan  When   Fully 

Carried  Out. 

(Exclusive  of  bonds  and  stock  reserved  for  new  construction,  etc.) 


Securities. 

Amount. 

Annual  Interest 
and  Dividend. 

Prior  Lien  Bonds  t 

?105, 000,000 
56, 000, 000 

$4  372  660 

1,680,000 

Total  Bonds 

?161,000,000 

6,052,660 
2,900,000 

Preferred  Stock  .        .           |72  500  000 

Common  Stock 77, 50o',  000 

Total  Stock 

150,000,000 

Total  Capitalization 

1311,000,000 

Total  Annual  Charges  prior  to  the  Common  Stock. 


«;8,952,660 


t  Including  ^,423,000  St.  Paul  and  Northern  Pacific  Bonds. 


Estimate  of  Amount  and  Charges  Per  Mile.* 


Securities. 

Amount  per 
mile. 

Interest 

and  Dividend 

per  mile. 

Prior  Lien  Bonds                                    . .      

122,310 
11,899 

$929 

357 

$34,209 

$1,286 

Preferred  Stock ?15, 404 

616 

Total  Stock,  per  mile 

31,871 

166, 080 

Annual  Charges  per  mile  prior  to  Common  Stock. 


11,902 


*  These  calculations  are  based  upon  4,706.44  miles,  and  are  consequently  subject  to 
variation  according  to  the  actual  mileage  finally  embraced  in  the  reorganization. 


Application    of   Securities. 

The  following  details  show  the  disposition  to  be  made  undei  the 
Plan  of  the  securities  of  the  new  Company. 

As  a  consideration  for  the  property  and  securities  to  be  conve  v^ed 
or  delivered  to  the  new  company,  of  which,  pursuant  to  the  PUn, 
the  new  Company  shall  acquire,  it  is  contemplated  that  the  new  Com- 
pany shall  deliver  the  new  bonds  and  stock,  excepting  the  new  bonds 
to  be  reserved  to  take  up  such  of  the  existing  securities  as  are  not 
disturbed,  and  such  final  amounts  as  shall  be  reserved  for  the  future 
use  of  the  new  Company. 

The  requisite  deliveries  of  the  new  securities  to  depositors  and 
subscribers  under  the  Plan  will  thus  be  provided  for. 


108  RAILROAD    COMMISSION    OF    WASHINGTON 

General  First  Mortgage  Bonds. 
Privilege  of  Conversion. 

The  present  General  First  Mortgage  Bonds  mature  in  1921,  but  are 
redeemable  by  compulsory  drawings  at  any  time  at  110  per  cent, 
from  the  proceeds  of  land  sales  or  the  fixed  annual  contribution  by 
the  Company  to  the  Sinking  Fund. 

These  compulsory  redemptions  in  the  past  have  been  a  disturbing 
factor  in  all  calculations  for  investment  purposes,  and  the  inaugura- 
tion of  a  new  and  vigorous  policy  for  the  sale  of  the  lands  may  be 
expected  from  this  time  forward  greatly  to  increase  the  amount  of 
such  redemptions. 

In  some  years  these  redemptions  have  required  large  contributions 
from  the  Operating  Department,  to  the  extent  even  of  the  entire 
amount  of  the  Sinking  Fund,  a  sum  which  would  provide  for  the  an- 
nual interest  on  about  $19,000,000  of  Prior  Lien  Bonds  as  now  proposed. 
It  is  manifestly  to  the  benefit  of  the  holders  of  General  First  Mortgage 
Bonds  to  secure  an  investment  of  longer  continuance  and  it  is  also  to 
the  benefit  of  all  subsequent  securities  to  diminish  this  unnecessarily 
large  burden  of  annual  fixed  charge. 

To  relieve  the  bondholders  from  these  calls  for  redemption,  which 
prevent  their  bonds  from  reaching  the  high  price  they  would  other- 
wise command,  and  to  relieve  the  Company  from  the  burden  of  the 
Sinking  Fund  requirements,  and  permit  the  use  of  a  portion  of  the 
proceeds  of  land  sales  for  the  benefit  of  the  property. 

Holders  of  the  General  First  Mortgage  Bonds  are  now  offered  the 
privilege  of  converting  or  exchanging  their  bonds  for  the  new  Prior 
Lien  100-year  4  per  cent.  Gold  Bonds,  at  the  rate  of  $1,000  old  bonds 
(coupon  or  registered)  for  $1,350  of  new  bonds. 

To  avail  of  this  offer,  holders  must  deposit  their  bonds  as  provided 
on  page  7  hereof. 

Bonds  deposited  for  conversion  under  this  privilege  will  be  en- 
titled to  receive  on  April  1st  next,  a  cash  payment  of  $30  per  $1,000 
bond  so  deposited  in  lieu  of  the  six  months'  interest  that  would  ma- 
ture July  1  next  on  such  bond.  The  first  coupon  on  the  Prior  Lien 
Bonds  offered  in  exchange  for  General  First  Mortgage  Bonds  will  be 
payable  October  1  next,  and  in  case  of  any  delay  in  the  reorganization, 
payments  equal  to  the  amount  of  such  new  coupons  will  be  made  on 
that  date  and  quarterly  thereafter  until  the  new  bonds  are  delivered. 
These  payments  will,  in  the  absence  of  other  provision,  be  made  by 
the  Syndicate,  which  will  reimburse  itself  out  of  the  present  General 
First  Mortgage  coupons  as  collected. 

The  right  is  expressly  reserved  to  modify  these  terms  or  to  termin- 
ate the  privilege  at  any  time,  and  without  notice. 

The  old  bonds  now  outstanding  are  at  the  rate  of  about  $20,466 
per  mile.  The  Prior  Lien  Bonds,  including  those  reserved  for  the  St. 
Paul  and  Northern  Pacific  Bonds  (but  not  including  those  to  be  re- 
served for  new  construction,  etc.),  will,  on  the  basis  of  4,706  miles. 


FINDINGS   APPLICABLE   TO    N.  P.  RY.  CO.  109 

amount  to  about  $22,310  per  mile,  and  will  cover  all  the  Equipment 
and  the  Branches  and  Terminals  as  proposed  under  the  Plan. 

It  is  not  sought  in  any  way  to  enforce  a  conversion  of  the  present 
General  First  Mortgage  Bonds,  and  this  offer  is  made  solely  upon  the 
belief  that  on  the  terms  proposed  such  conversion,  while  advantageous 
to  the  Company,  is  also  manifestly  to  the  advantage  of  bondholders 
so  converting. 

The  fixed  charges  for  interest  and  sinking  funds  on  the  present 
General  First  and  Divisional  Mortgage  Bonds  are  at  the  rate  of  $1,618 
per  mile  per  annum,  while  it  is  estimated  that  they  will  amount  to 
only  $929  per  mile  per  annum  on  the  Prior  Lien  Bonds. 

The  advantage  is  obvious  of  a  mortgage  resting  upon  a  complete 
and  entire  system,  including  Main  Line  and  all  branches  brought  into 
the  new  Company,  together  with  Terminals,  Land  Grant  and  Equip- 
ment, and  having  over  $200,000,000  of  bond  and  share  capital  behind 
it,  securing  a  gold  bond  running  for  one  hundred  years,  as  compared 
with  a  bond  at  all  times  liable  to  compulsory  retirement,  and  secured 
by  only  part  of  the  system. 

Northwest   Equipment  Company. 

The  shares  deposited  under  the  Plan  to  be  purchased  at  par  fiat 
as  of  June  1,  1896,  payable,  with  interest  from  that  date  at  6  per  cent, 
per  annum,  at  any  time,  in  the  discretion  of  the  Managers,  on  or  be- 
fore completion  of  reorganization. 

Collateral    Trust    Notes. 
Those  deposited  under  the  Plan  to  receive — 

3  per  cent,  in  cash  May  1,  1896,  and  4  per  cent,  in  cash  Janu- 

ary 1,  1897. 
100  per  cent,  in  Prior  Lien  4  per  cent.  Bonds. 
20   per  cent,   in   Preferred   Stock  Trust  Certificates. 

General   Second   Mortgage   Bonds. 
Those  deposited  under  the  Plan  to  receive — 

4  per  cent,  in  cash  within  sixty  days  after  the  Plan  has   been 

declared   operative. 
118^4  per  cent,  in  Prior  Lien  4  per  cent.  Bonds. 
50  per  cent,  in  Preferred  Stock  Trust  Certificates. 

General    Third    Mortgage    Bonds. 
Those  deposited  under  the  Plan  to  receive — 

3  per  cent,  in  cash  within  sixty  days  after  the  Plan  has  been 
declared  operative. 
118 14  per  cent,  in  General  Lien  3  per  cent.  Bonds. 
50  per  cent,  in  Preferred  Stock  Trust  Certificates. 


IIQ     .  RAILROAD    COMMISSION    OF    WASHINGTON 

Dividend    Certificates. 
Those  deposited  under  the  Plan  to  receive — 

3  per  cent,  in  cash  within  sixty  days  after  the  Plan  has  been 
declared  operative. 
118  per  cent,  in  General  Lien  3  per  cent.  Bonds. 
50  per  cent,  in  Preferred  Stock  Trust  Certificates. 

Consolidated    Mortgage    Bonds. 
Those  deposited  under  the  Plan  to  receive — 

lio  per  cent,  in  cash  within  sixty  days  after  the  Plan  has  been 
declared  operative. 
661/4  per  cent,  in  General  Lien  3  per  cent.  Bonds. 
62 1/^  per  cent,  in  Preferred  Stock  Trust  Certificates. 
Except  as  collected  out  of  the  coupons,  the  Managers  will  have  a 
lien  upon  deposited  securities  for  cash  advanced  as  above  provided, 
after  the  Plan  shall  have  been  declared  operative. 

Interest  on  all  new  Bonds  to  be  deposited  in  exchange  for  old  se- 
curities will,  unless  otherwise  stated,  accrue  from  January  1,  1897, 
and  will  be  payable  on  or  before  completion  of  reorganization. 

Equitable  cash  settlements  will  be  made  for  fractional  amounts  of 
new  bonds  and  stocks  accruing  to  depositors. 

Branch  Road  Bonds. 

Holders  of  the  bonds  issued  by  the  following  companies  are  re- 
quested to  communicate  with  Messrs.  J.  P.  Morgan  &  Co.,  New  York, 
or  with  the  Deutsche  Bank,  Berlin,  giving  the  amount  of  their  hold- 
ings, and  stating  whether  held  in  Bonds  or  Certificates  of  Deposit: 

Central  Washington   Railroad  Company. 

Coeur  d'Alene  Railway  &  Navigation  Company, 

Duluth  &  Manitoba  Railroad  Company  (Minnesota  Division). 

Duluth  &  Manitoba  Railroad  Company  (Dakota  Division). 

Helena  &  Red  Mountain  Railroad  Company. 

James  River  Valley  Railroad  Company. 

Northern  Pacific  &  Montana  Railroad  Company. 

Northern  Pacific  &  Manitoba  Railway  Company  Terminal  Bonds. 

Seattle,  Lake  Shore  &  Eastern  Railroad  Company. 

Spokane  &  Palouse  Railway  Company. 

None  of  these  Branch  Roads  (Seattle,  Lake  Shore  &  Eastern  alone 
excepted)  owns  any  considerable  amount  of  equipment;  all  require 
more  or  less  expenditure  for  the  restoration  of  their  track,  roadbed, 
stations,  etc.,  to  proper  condition;  all  are  deficient  in  their  rights-of- 
way;  some  have  general  traffic  all  the  year,  while  others  are  dependent 
mainly  upon  the  special  business  of  a  few  months  annually;  and  some 
earn  varying  rates  of  interest  upon  their  cost. 

In  order  to  deal  equitably  with  the  holders  of  these  Branch  Bonds, 
it  is  deemed  necessary  to  consider  each  case  separately,  and  upon  its 
•own  individual  merits. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO. 


Ill 


After  hearing  from  a  large  proportion  of  each  class  of  these  bond- 
holders, steps  will  be  taken  to  arrive  at  some  fair  basis  of  adjust- 
ment, for  which  General  Lien  3  per  cent.  Bonds  and  new  Preferred 
Stock  Trust  Certificates  have  been  reserved  under  this  Plan. 


Prferred  Stock. 
Upon  completion  of  the  reorganization,  the  Reorganization  Manag- 
ers in  behalf  of  the  Syndicate  will  deliver  to  each  Depositor  of  one 
share  ($100)  of  Preferred  Stock— 

$50  in  new  Preferred  Stock  Trust  Certificates,  and 
50  in  new  Common  Stock  Trust  Certificates, 
in  consideration  of  his  payment  therefor  of  $10  per  share,  as  provided 
on  page  7  of  this  Plan. 

Common    Stock. 

Upon  completion  of  the  reorganization,  the  Reorganization  Man- 
agers, in  behalf  of  the  Syndicate,  will  deliver  to  the  Depositor  of  each 
share  ($100)  of  old  Common  Stock  one  share  ($100)  of  new  Common 
Stock  Trust  Certificate,  in  consideration  of  his  payment  therefor  of 
$15  per  share,  as  provided  on  page  7  of  this  Plan. 

In  addition  to  the  payment  of  all  defaulted  interest  to  January  1, 
1897,  in  cash  and  New  Mortgage  Bonds,  the  holders  of  the  three  Main 
Line  Mortgage  Bonds  in  default  will  receive  a  considerable  increase 
of  principal  with  the  following  annual  income: 


FIXED  Interest. 

Income  con- 
tingent upon 

Old  Securities. 

Prior  Lien 

4  per  cent. 

Bonds. 

General 

Lien  3  per 

cent.  Bonds. 

Dividends  on 
new  4  per 
cent.  Pre- 
ferred Stock. 

Total 
Income 

Amt. 

Per 

cent. 

Amt. 

Per 

cent. 

Amt. 

Per 

cent. 

Amt. 

new 
securi- 
ties. 

Per 
cent, 
on 
old 
secur- 
ities. 

fl'OO  Seconds  receive  * 

?100 

4.00 

150  00 
50  00 
62  60" 

2.00 
2.00 
2.50 

1150  00 
150  00 
112  50 

6.00 

flOO  Thirds  receive  * 

100 
50 

3.00 
1.50 

5.00 

^100  Consols  receive  *  . . .  . 

4  00 

*In  addition  to  amounts  allowed  for  coupons. 

The  position  of  the  holders  of  the  Common  Stock  of  the  new  Com- 
pany in  relation  to  fixed  annual  charges  for  interest  and  sinking  funds 
under  the  Plan,  as  compared  with  the  position  of  the  holders  of  the 
Common  stock  of  the  present  Company,  is  as  follows: 


112 


RAILROAD    COMMISSION    OF    WASHINGTON 


Fixed  Charges  and  Pueferred 

Old 
Company. 

New 
Company. 

Reductions. 

Dividends. 

Amount. 

Per  cent. 

Fixed  annual  charge^  prior  to  divi- 
dends upon  the  Preferred  Stocks. . . . 

Required  for  annual  dividends  upon 
the  Preferred  Stocks 

110,905,690 
2,819,064 

16,052,660 
2,900,000 

?4, 853, 030 
80,936  * 

44.50 

2  87  * 

Total  fixed  charges  and  dividends 
upon  the  Preferred  Stocks,  prior 
to    dividends    upon    the    Common 
Stocks 

113,724,754 

?8, 952, 660 

$4,772,094 

34.77 

*  Increase. 

The  compensation  to  be  paid  to  Messrs.  J.  P.  Morgan  &  Co.  and  the 
Deutsche  Bank  for  their  respective  services  as  Managers  and  as  De- 
positaries of  securities  has  been  fixed  at  one-quarter  (%%)  of  one 
per  cent,  upon  the  par  value  of  the  securities  deposited  under  the 
Plan  and  of  the  new  securities  issued  in  exchange  therefor,  but  not, 
in  any  event,  to  exceed  $1,000,000  in  all  for  such  compensation  to  both 
parties. 

Syndicate. 

A  syndicate  has  been  formed  by  Messrs.  J.  P.  Morgan  &  Co.,  of 
New  York,  and  the  Deutsche  Bank,  of  Berlin,  to  the  subscribed  amount 
of  $45,000,000,  to  provide  the  amounts  of  cash  estimated  as  necessary 
(1)  to  carry  out  the  terms  of  the  Plan  of  Reorganization,  and  (2)  to 
furnish  the  new  Company  with  Cash  working  capital  and  with  a  sum 
estimated  .at  $5,000,000  for  early  use  in  betterment  and  enlargement 
of  its  property. 

New  York,  March  16,  1896. 


REORGANIZATION  AGREEMENT, 
March  16th,  1896. 

An  agreement,  made  this  16th  day  of  March,  1896,  between 

Edward  D.  Adams,  John  C.  Bullitt,  Louis  Fitzgerald,  Charles  H. 
Godfrey,  John  D.  Probst,  James  Stillman,  Ernst  Thalmann  (hereinafter 
called  the  Reorganization  Committee),  parties  of  the  first  part; 

The  Mercantile  Trust  Company,  party  of  the  second  part; 

J.  P.  Morgan  &  Co.  (a  copartnership),  parties  of  the  third  part 
(hereinafter  called  the  Managers) ; 

Holders  of  Mortgage  Bonds  of  the  Northern  Pacific  Railroad  Com- 
pany (hereinafter  called  the  Railroad  Company),  Holders  of  Certif- 
icates of  the  Mercantile  Trust  Company  for  General  Second,  General 
Third  and  Consolidated  Mortgage  Bonds,  Holders  of  Collateral  Trust 
Notes  and  Dividend  Certificates  of  the  Railroad  Company,  and  the 
Mortgage  Bonds  of  Various  Branch  Railroads  hitherto  known  as  Parts 
of  the  Northern  Pacific  Railroad  System,  and  Holders  of  the  Preferred 
and  Common  Stock  of  the  Northern  Pacific  Railroad  Company,  who 


FINDINGS    APx'LICABLE   TO    N.  P.  RY.  CO.  ng 

shall  become  parties  to  this  agreement,  of  the  fourth  part  (hereinafter 
called  Depositors) ; 

The  Deutsche  Bank,  of  Berlin,  in  evidence  of  its  active  support  of 
the  reorganization  and  of  its  acceptance  of  appointment  as  Depositary 
thereunder,  party  of  the  fifth  part,  and 

August  Belmont,  Brayton  Ives,  George  R.  Sheldon  and  Charlemagne 
Tower,  Jr.,  a  Committee  in  behalf  of  various  interests  in  the  Northern 
Pacific  Railroad  Company  (hereinafter  called  the  Protective  Commit- 
tee), in  evidence  of  their  active  support  of  the  reorganization  thereof 
according  to  the  Plan  provided  herein,  as  parties  of  the  sixth  part; 

Whereas,  by  an  agreement  dated  February  19,  1894,  known  as  the 
Bondholders'  Agreement,  the  parties  of  the  first  part  were,  by  certain 
holders  of  the  General  Second,  General  Third  and  Consolidated  Mort- 
gage Bonds  of  the  Railroad  Company,  appointed  a  Committee  for  the 
reorganization  of  said  Company;  and 

Whereas,  the  Plan  referred  to  in  this  agreement  has  been  proposed 
by  the  Reorganization  Committee  for  the  reorganization  of  the  Rail- 
road Company; 

Now,  Therefore,  it  is  mutually  agreed  by  and  betw^een  the  respec- 
tive parties  hereto  as  follow^s: 

First.  A  printed  copy  of  this  agreement,  signed  by  a  majority  of 
the  members  of  the  Reorganization  Committee  and  of  the  Protective 
Committee;  and  by  the  parties  of  the  second  and  third  parts  hereto, 
and  by  or  for  the  party  of  the  fifth  part,  shall  be  lodged  with  J.  P. 
Morgan  &  Co.,  New  York,  and  a  duplicate,  signed  in  like  manner, 
shall  be  lodged  with  the  Deutsche  Bank,  of  Berlin.  Each  of  said 
copies  shall  be  taken  as  a  complete  and  original  instrument,  but  both 
shall  constitute  but  one  agreement.  The  foregoing  Plan  is,  and  shall 
be,  taken  to  be  a  part  of  this  agreement,  with  the  same  effect  as  though 
each  and  every  provision  thereof  had  been  embodied  herein,  and  said 
Plan  and  this  agreement  shall  be  read  as  parts  of  one  and  the  same 
paper;  but  no  estimate,  statement,  explanation  or  suggestion  con- 
tained in  the  said  Plan  or  this  agreement,  or  in  any  circular  issued, 
or  which  may  hereafter  be  issued,  by  the  Depositaries  or  by  the 
Committee  or  by  the  Managers,  is  intended,  or  is  to  be  accepted,  as 
a  representation  or  warranty,  or  as  a  condition  of  deposit  or  assent 
under  the  Plan  and  this  agreement,  and  no  defect  or  error  shall 
release  any  deposit  under  this  Plan  and  agreement,  or  affect  or  re- 
lease any  assent  thereto,  except  by  written  consent  of  the  Managers. 

Holders  of  the  Bonds,  Collateral  Trust  Notes,  Dividend  Certificates, 
and  of  the  Preferred  and  Common  Stock  of  the  Railroad  Company,  and 
of  the  stock  of  the  Northwest  Equipment  Company  and  of  the  mort- 
gage bonds  of  various  Branch  Railroads  hitherto  known  as  parts  of  the 
Northern  Pacific  Railroad  system,  or  of  any  of  them,  may  become 
parties  to  this  Plan  and  agreement  by  depositing  their  securities 
with  the  Depositaries  upon  the  terms  and  conditions  specified  in  the 
Plan  and  this  agreement,  or  hereafter  defined,  and  within  the  periods 
which  shall  be  fixed  or  limited  by  the  Managers. 

Such  holders  must  in  all  cases  deposit  the  certificates  for  their 
stock,  or  their  bonds,  or  other  securities,  with  such  transfers,  assign- 
ments and  powers  of  attorney  as  may  be  required  by  the  Managers 
in  order  to  vest  in  them,  and  to  enable  them  to  transfer,  the  complete 
and  absolute  title  to  such  stocks  or  bonds  or  other  securities,  and  the 
Depositors  agree  respectively  at  any  time,   on   demand  of  the   Man- 

8— A 


114  RAILROAD    COMMISSION    OF    WASHINGTON 

agers,  to  execute  any  and  all  other  transfers,  assignments  or  writings 
required  for  vesting  the  complete  ownership  of  the  bonds  and  stock 
deposited  hereunder  in  the  Managers,  or  their  nominees. 

All  Depositors  of  securities  (excepting  Assenting  Certificate  hold- 
ers as  hereinafter  designated)  shall  receive  certificates  of  deposit  in 
form  to  be  prescribed  by  the  Managers,  specifying  the  respective 
bonds  or  stocks  deposited,  and  the  holders  of  such  certificates  of 
deposit  shall  be  entitled  (subject  to  any  provisions  contained  in  such 
certificates)  to  the  rights  and  benefits,  and  only  to  the  rights  and  ben- 
efits, specified  in  the  Plan  and  this  agreement,  as  accruing  to  the 
holders  of  the  bonds  or  stocks  of  the  class  represented  by  such  cer- 
tificates respectively,  or  granted  by  the  Managers,  pursuant  to  the 
powers  conferred  upon  them;  and  thereafter  the  holder  of  any  such 
certificate,  or  of  any  certificate  issued  in  lieu  thereof  or  in  exchange 
therefor,  shall  be  subject  to  the  Plan  and  this  agreement  and  entitled 
to  have  and  exercise  the  rights  of  the  original  Depositor  under  the 
certificate  issued  to  him  in  respect  of  the  securities  therein  mentioned. 

The  Plan  and  this  agreement  prepared  and  adopted  by  the  Reor- 
ganization Committee  in  exercise  of  the  power,  and  in  performance 
of  the  duty  imposed  upon  said  Reorganization  Committee  under  the 
said  Bondholders'  Agreement  of  February  19,  1894,  is  in  the  form  and 
contains  the  terms,  powers  and  conditions  which  to  the  Committee 
seem  equitable  and  fair;  and  in  accordance  with  the  provisions  of  said 
Bondholders'  Agreement,  are  now  lodged  at  New  York  with  the  Farm 
ers'  Loan  and  Trust  Company  and  the  Mercantile  Trust  Company; 
at  Berlin,  with  the  Deutsche  Bank;  and  £t  London  with  the  branch  of 
the  Deutsche  Bank,  which  has  been  appointed  by  said  Reorganization 
Committee  as  agent  therefor,  and  also  with  said  Reorganization  Com- 
mittee at  its  office,  No.  15  Broad  Street,  in  the  City  of  New  York,  at 
each  of  which  places  copies  are  left  for  distribution  to  bondholders; 
and  a  brief  publication  of  the  fact  of  the  adoption  and  filing  of  such 
Plan  of  Reorganization  will  be  made  for  at  least  two  weeks  in  one  or 
more  daily  newspapers  published  in  the  Cities  of  New  York,  London 
and  Berlin,  and  in  the  absence  of  express  dissent  in  writing,  filed 
within  twenty  days  after  the  expiration  of  such  publication  (in  com- 
pliance with  the  provisions  of  the  Second  Article  of  the  said  Bond- 
holders' Agreement),  the  assent  to  and  ratification  of  the  Plan  and 
this  agreement  shall  be  conclusively  and  finally  assumed,  conferred 
and  given  by  each  and  every  certificate  holder  not  so  expressely  dis- 
senting herefrom.  But,  nevertheless,  the  Managers,  at  their  option, 
at  any  time,  may  by  notice  published  in  the  manner  hereinafter  pro- 
vided in  Article  Twelfth  hereof,  exclude  from  the  operation  of  the 
Plan  and  this  agreement,  and  from  any  and  all  interest  thereunder, 
any  and  all  bonds  represented  by  any  such  certificate  issued  under 
such  Bondholders'  Agreement,  unless  within  the  time  and  in  the  man- 
ner required  in  such  public  notice  such  certificate  shall  have  been 
submitted  to  one  of  the  Depositaries  hereunder  for  stamping,  and  by 
one  of  such  Depositaries  shall  have  been  stamped  as  expressely  as- 
senting to  the  Plan  and  this  agreement. 

Holders  of  General  Second,  General  Third  and  Consolidated  Mort- 
gage bonds  not  already  deposited  under  the  Bondholders'  Agreement 
of  February  19,  1894,  shall,  by  the  delivery  of  their  bonds  to  the  De- 
r)Ositaries,  be  deemed  to  have  deposited  their  bonds  under  said  Bond- 
holders' Agreement,  and  for  the  bonds  deposited  will  receive  certifi- 
cates of  the  Mercantile  Trust  Company  of  New  York,  issued  under 
that  agreement,  which  may  be  stamped  by  one  of  the  Depositaries  as 
assenting  to  the  Plan  and  this  agreement. 

All  bonds  represented  by  any  such  certificate,  the  holder  of  which 
shall   have   acquiesced   as   above   provided,   unless   stamping   of   such 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  n^ 


certificates  shall  be  required  by  the  Managers,  as  above  provided,  and 
all  bonds  represented  by  any  certificate  stamped  as  aforesaid,  shall  be 
subject  to  ,and  included  within,  the  provisions  of  this  Plan  and  agree- 
ment as  fully  and  irrevocably  as  though  directly  deposited  hereunder, 
and  the  Managers  shall  irrevocably  possess  and  from  time  to  time 
may  exercise  all  rights  of  the  holders  of  bonds  represented  by  such 
certificates,  subject  to  the  terms  thereof,  including  the  right  to  aban- 
don or  terminate  the  said  former  agreement  and  all  further  proceed- 
ings thereunder. 

All  such  certificates  so  acquiescing  or  so  stamped  are  herein  desig- 
nated "Assenting  Certificates,"  and  the  holders  thereof  are  designated 
"Assenting  Certificate  Holders." 

Such  Certificates  of  Deposit  and  such  Assenting  Certificates  and 
the  interests  represented  thereby  shall  be  transferable  only  subject  to 
the  terms  and  conditions  of  the  Plan  and  this  agreement,  and  in 
such  manner  as  the  Managers  shall  approve;  and  upon  such  transfer, 
all  rights  of  the  Deposit  or  in  respect  of  the  deposited  bonds  or  stock 
represented  by  such  certificates,  together  with  all  installments  paid 
by  the  Depositors  of  such  stock,  or  their  transferees,  and  all  rights 
under  the  Certificates  of  Deposit  or  Assenting  Certificates  transferred, 
shall  pass  to  the  transferee,  and  the  transferees  and  holders  of  such 
Certificates  of  Deposit  or  of  such  Assenting  Certificate  shall  for  all 
purposes  be  substituted  in  place  of  the  prior  holders,  subject  to  this 
agreement.  All  such  transferees,  as  well  as  the  original  holders  of 
Certificates  of  Deposit  or  of  Assenting  Certificates,  shall  be  embraced 
under  the  term  "Depositors,"  whenever  used  herein.  Each  Certificate 
of  Deposit  or  Assenting  Certificate  may  be  treated  by  the  Reorganiza- 
tion Committee,  by  the  Managers  and  by  the  Depositaries  as  a  nego- 
tiable instrument,  and  the  holder  for  the  time  being  may  be  deemed 
to  be  the  absolute  owner  thereof,  and  of  all  rights  of  the  original  De- 
positor of  the  bond  or  stock  in  respect  of  which  the  same  was  issued, 
and  neither  the  Depositaries  nor  the  Reorganization  Committee  nor 
the  Managers  shall  be  affected  by  any  notice  to  the  contrary.  By  ac- 
cepting any  such  Certificate,  or  by  presenting  any  Mercantile  Trust 
Company  Certificate  to  be  stamped  hereunder,  every  recipient  or 
holder  thereof  shall  thereby  become  party  to  the  Plan  and  this  Agree- 
ment with  the  same  force  and  effect  as  though  an  actual  subscriber 
hereto.  The  term  Depositor,  as  well  as  the  term  Assenting  Certificate 
Holder,  whenever  used  herein,  is  intended,  and  shall  be  construed,  to 
include  not  only  persons  acting  in  their  own  right,  but  also  trustees, 
guardians,  committees,  agents  and  all  persons  acting  in  a  representa- 
tive or  fiudiciary  capacity,  and  those  represented  by  or  claiming  under 
them,  and  partnerships,  associations,  joint-stock  companies  and  cor- 
porations. No  rights  hereunder  shall  accrue  in  respect  to  any  securi- 
ties hereinbefore  mentioned  unless,  nor  until,  the  same  shall  have  been 
subjected  to  the  control  of  the  Managers  and  to  the  operation  of  the 
Plan  and  this  Agreement  as  herein  provided. 

The  Depositaries  shall  receive  the  deposited  stocks  and  bonds, 
and  shall  deliver  the  same  to  one  or  more  Trust  Companies  in  the 
City  of  New  York,  and  the  same  shall  be  held  by  them  respectively 
subject  to  the  order  and  control  of  the  Managers. 

The  Managers  may,  in  their  discretion,  fix  or  limit  the  period  or 
periods  within  which  holders  of  bonds  or  stock,  or  other  securities, 
or  any  class  thereof,  may  deposit  their  securities,  and  wihtin  which 
they  or  holders  of  Mercantile  Trust  Company  Certificates  may  become 
parties  to  the  Plan  and  this  agreement,  and  the  periods  within  which 
the  installments  of  cash  payable  by  depositing  holders  of  Preferred 
and  Common  stock  must  be  paid,  and,  in  their  discretion,  either  gen- 
erally or  in   special  instances,  may  extend  or  renew  the   period  or 


Xlg  RAILROAD    COMMISSION    OF    WASHINGTON 

periods  so  fixed  or  limited,  on  such  terms  and  conditions  as  they  may- 
see  fit. 

Holders  of  securities  not  deposited,  or  of  the  Mercantile  Trust 
Company  Certificates  not  becoming  parties  hereto,  in  the  manner  here- 
in provided,  by  stamping,  if  so  required,  within  the  periods  respectively 
fixed  or  limited  therefor,  will  not  be  entitled  to  deposit  the  same  or 
to  become  parties  to  this  agreement,  or  to  share  in  the  benefits  there- 
of, and  schall  acquire  no  rights  thereunder,  except  upon  obtaining  the 
express  consent  of  the  Managers,  who  may  withhold  or  give  such  con- 
sent, in  their  absolute  discretion,  and  such  terms  and  conditions  as 
they  may  see  fit. 

The  several  installments  of  cash,  payable  by  depositing  stockholders 
as  provided  in  the  plan  and  this  agreement,  must  be  paid  to  the  re- 
spective Depositaries,  and  must  be  receipted  for  by  such  Depositaries 
on  the  respective  Certificates  of  Deposit  issued  for  such  stock.  The 
depositing  stockholders  agree  that  all  such  installments  of  cash  may 
be  used,  at  any  time,  by  the  Managers,  for  any  of  the  purposes  of  the 
Plan  and  this  agreement.  Depositors  of  stock  and  holders  of  certifi- 
cates of  deposit  for  deposited  stock  respectively  agree  that  prompt  pay- 
ment of  the  several  installment  of  cash  payable  by  them  respectively 
on  the  terms  of  the  Plan  and  this  agreement  is  an  essential  condition 
to  their  acquisition  of  new  stock  by  purchase  under  the  Plan  and 
this  agreement,  and  that  any  depositor  or  holder  of  a  certificate  of 
deposit  for  stock  who  shall  fail  to  make  prompt  payment  of  any  in- 
stallment of  cash  payable  as  provided  in  the  Plan  within  the  periods 
fixed  or  limited  by  the  Managers  for  such  payment  shall  forthwith 
and  without  further  or  other  notice  or  action  cease  to  have  any  rights, 
or  to  be  entitled  to  any  benefits  hereunder,  and  in  every  such  case 
the  deposited  stock  and  any  cash  paid  as  above  provided  prior  ot  the 
date  of  such  default  shall  vest  in  and  belong  to  the  Managers,  and  may 
be  used  for  any  of  the  requirements  of  carrying  out  the  Plan  and  this 
agreement,  and  that  no  such  defaulting  Depositor  or  Certificate  Holder 
shall  be  entitled  to  the  return  or  repayment  thereof  or  to  have  any 
further  interest  or  rights  in  respect  thereof.  The  Managers,  however, 
in  their  discretion,  may  waive  any  such  default  and  accept  payment 
of  overdue  installments  due  from  any  Depositor  at  any  time  before 
final  settlement  of  accounts  with  the  syndicate. 

The  Managers  may,  in  their  discretion,  for  the  purpose  or  carrying 
out  the  Plan  and  this  agreement,  call  in  for  deposit  any  of  the  undis- 
turbed Main  Line  bonds  mentioned  in  the  Plan,  and  may  cause  any 
mortgage  securing  the  same  to  be  foreclosed,  and  may  cause  other 
similar  bonds  having  similar  security,  or  the  Prior  Lien  bonds  reserved 
therefor  under  the  Plan,  to  be  issued  in  exchange  for  such  bonds. 

Second.  The  Depositors  and  Assenting  Certificate  Holders  hereby 
irrevocably  request  the  Managers  to  endeavor  to  carry  into  practical 
operation  the  Plan  and  this  agreement,  in  its  entirety  or  in  part,  to 
such  extent  and  in  such  manner  and  with  such  additions,  exceptions 
and  modifications  as  the  Managers  shall  deem  to  be  for  the  best  in- 
terests of  the  Depositors  and  Assenting  Certificate  holders  or  of  the 
properties  finally  embraced  in  the  Reorganization.  Each  and  every 
Depositor  and  Assenting  Certificate  holder,  for  himself  and  not  for 
any  other,  does  hereby  sell,  assign,  transfer  and  set  over  to  the 
Managers  as  copartners,  and  to  the  survivor  and  survivors  of  them 
and  to  their  successors,  each  and  every  bond,  share  of  stock,  security 
or  obligation  or  evidence  thereof  deposited  hereunder,  or  represented 
by  an  Assenting  Certificate,  and  every  Depositor  and  Assenting  Certifi- 
cate holder  hereby  agrees  that  the  Managers  shall  be  and  they  are  here- 
by vested  with  all  the  rights  and  powers  of  the  owners  of  the  stock, 
bonds,  securities  and  obligations  deposited  hereunder,  or  represented 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  X17 

by  such  Assenting  Certificates,  including  the  right  to  transfer  the 
same  into  tlieir  own  name,  as  a  copartnership  and  as  managers,  or 
into  the  name  of  any  other  person  or  persons  whom  they  may  select; 
and  (without  limiting  the  foregoing  provision)  it  is  hereby  declared 
that  the  Managers  shall  be  fully  authorized  to  vote  thereon  at  any 
meeting  of  stockholders  or  bondholders  or  creditors;  to  use  every 
such  stock,  bond,  receipt,  security  or  obligation  as  fully  and  to  the 
same  extent  as  the  owner  or  holder  thereof;  to  declare  due  the 
principal  of  any  bond  or  other  obligation  deposited  hereunder,  and 
to  revoke  any  such  declaration  whenever  made;  to  call  or  attend,  and 
either  in  person  or  by  proxy,  to  vote  at  any  and  all  meetings  of  stock- 
holders or  bondholders  or  creditors  of  any  corporation  however  con- 
vened; to  terminate  or  to  seek  to  dissolve  or  modify  any,  trust,  con- 
tract or  lease,  in  whole  or  in  part;  to  apply  for  the  determination  of 
the  validity  thereof,  or  for  the  removal  of  any  trustees  or  the  sub- 
stitution of  other  trustees,  or  to  take  any  other  steps  in  respect  of 
any  trust,  contract  or  lease  or  under  any  provision  thereof;  to  pur- 
chase at  any  time  or  times,  .at  such  prices  as  they  shall  deem  proper, 
or  to  pay,  compromise  or  settle  with  the  holders  of  any  coupons,  notes 
or  other  indebtedness  or  obligations  of  any  of  the  Railroad  Companies, 
or  any  Receiver's  certificates  or  obligations  issued  or  which  may  be  is- 
sued or  incurred  by  the  Receivers  thereof,  and  to  apply  for  that  purpose 
any  moneys  received  from  the  sale  of  trust  certificates  for  stock  in  the 
new  Company  or  which  may  otherwise  be  received  or  raised  by  the  Re- 
organization Committee  or  by  them;  to  borrow  money  for  any  of  the 
purposes  of  this  agreement,  and  to  charge  or  pledge  any  deposited  se- 
curities, property  purchased,  or  new  securities  to  be  issued,  for  the  pay- 
ment of  any  moneys  borrowed;  to  give  all  bonds  of  indemnity  or  other 
bonds,  and  to  charge  therewith  the  securities  deposited  hereunder  or 
any  part  thereof;  to  institute  or  become  parties  to  any  legal  proceeding; 
to  apply  for  receivers,  -or  for  the  removal  of  receivers  and  the  substitu 
tion  of  other  receivers,  or  for  the  termination  of  any  receivership  and  the 
delivery  of  any  property  to  its  owners;  to  settle  any  litigation  now 
or  at  any  time  existing  or  threatened  in  whole  or  in  part,  with  plenary 
power  to  enter  into  arrangements  for  decrees,  or  for  facilitating  or 
hastening  the  course  of  litigation,  or  in  any  way  to  promote  the 
consummation  of  the  Plan;  to  do  whatever,  in  the  judgment  of  the 
Managers,  may  be  necessary  to  promote  or  to  procure  the  sale  as 
an  entirety  or  the  joint  or  separate  sales  of  any  lands,  grants  of  lands, 
property  or  franchise  herein  concerned,  wherever  situated;  to  adjourn 
any  sale  of  any  property  or  franchise,  or  of  any  portion  or  lot  thereof 
at  discretion;  to  bid,  or  to  refrain  from  bidding  at  any  sale,  either  pub- 
lic or  private,  either  in  separate  lots  or  as  a  whole,  for  any  property 
or  franchises  or  any  part  thereof  whether  or  not  owned,  controlled  or 
covered  by  any  deposited  security,  or  by  the  bonds  represented  by  any 
Assenting  Certificate,  including  or  excluding  any  particular  rolling 
stock,  or  other  property,  real  or  personal,  and  at,  before  or  after  any 
sale,  to  arrange  and  agree  for  the  resale  of  any  portion  of  the  property 
which  they  may  decide  to  sell  rather  than  to  retain;  to  hold  any 
property  or  franchises  purchased  by  them  either  in  their  name  or  in 
the  name  of  persons  or  corporations  by  them  chosen  for  the  purposes 
of  this  agreement,  and  to  apply  any  security  embraced  hereunder  in 
satisfaction  of  any  bid  or  towards  obtaining  funds  for  the  satisfaction 
thereof;  and  the  term  property  and  franchise  shall  include  any  and 
all  railroads,  railroad  and  other  transuortation  lines,  branches,  lease- 
holds, lands,  rights  in  lamds,  mining  rights,  stocks,  or  other  interests 
in  corporations  in  which  the  Railroad  Company  has  and  interest  of  any 
kind  whatever,  direct  or  indirect.  The  amount  to  be  bid  or  paid  by  the 
Managers  for  any  property  or  franchises  shall  be  absolutely  discre- 


118  RAILROAD    COMMISSION    OF    WASHINGTON 

tionary  with  them;  and,  in  case  of  the  sale  to  others  of  any  property 
or  franchises,  the  Managers  may  receive  out  of  the  proceeds  of  such 
sale  or  otherwise  any  dividend  in  any  form  accruing  on  any  securities 
held  by  them. 

Third.  The  Managers  may  procure  the  organization  of  one  or 
more  new  companies,  or  they  may  adopt  or  use  any  existing  or  future 
companies,  and  they  may  be  caused  to  be  made  such  consolidations, 
leases,  sales  or  other  arrangements,  and  may  make  or  cause  to  be 
made  such  conveyances  or  transfers  of  any  properties  or  securities 
acquired  by  them,  and  may  take  such  other  proceedings  as  they  may 
deem  proper  for  the  purpose  of  creating  the  new  securities  provided 
for  in  this  Plan  and  agreement  and  for  carrying  out  all  or  any  of  the 
provisions  thereof.  Said  Managers  shall  further  be  authorized  to 
receive  and  dispose  of,  in  accordance  with  any  of  the  provisions  of  this 
Plan  and  agreement,  the  new  securities  to  be  created,  and  said  Man- 
agers may  vote  upon  all  the  stock  of  such  new  corporation  for  all 
purposes  in  their  judgment  necessary  to  carry  out  the  Plan  until  the 
same  shall  be  transferred  to  the  Voting  Trustees  or  to  the  Depositors 
and  Assenting  Security  holders,  who  shall  be  entitled  to  receive  the 
same. 

Fourth.  Tht  Managers  may  construe  the  Plan  and  this  agreement; 
and  their  construction  thereof  or  action  thereunder,  in  good  faith, 
shall  be  final  and  conclusive.  They  may  supply  any  defect  or  ommis- 
sion,  or  reconcile  any  inconsistency  in  such  manner  and  to  such  extent 
as  shall  be  necessary  to  carry  out  the  same  properly  and  effectively, 
and  they  shall  be  the  sole  judge  of  such  necessity.  They  shall  be  the 
sole  and  final  judge  as  to  when  and  whether  the  assent  of  enough  par- 
ties interested  in  the  Railroad  Company  shall  have  been  obtained  to 
warrant  them  in  carrying  the  same  or  any  part  into  effect,  and  they 
shall  have  power,  whenever  they  shall  deem  proper,  to  abandon  or 
to  alter,  modify  or  depart  from,  the  Plan  of  Reorganization  or  any  part 
thereof.  They  may  at  any  time  or  times,  after  any  such  partial  aban- 
donment, restore  to  the  Plan  any  abandoned  part  or  parts  thereof,  and 
may  seek  to  carry  the  same  into  effect,  as  fully  as  if  such  part  or 
parts  had  not  been  abandoned.  They  may  also  attempt  to  carry  the 
Plan  into  effect  rather  than  abandon  or  modify  the  same,  even  though 
it  be  manifest  that,  as  carried  out,  the  Plan  must  depart  from  the  orig- 
inal Plan  or  from  some  part  thereof.  But  in  case  of  any  intentional 
change  or  modification  or  departure  from  the  Plan,  which,  in  their 
judgment,  shall  materially  affect  any  of  the  several  classes  of  Depos- 
itors, or  their  mutual  relations,  a  statement  of  such  proposed  change, 
modification  or  departure  shall  be  filed  with  the  Depositaries,  and 
notice  of  the  fact  of  such  filing  shall  be  given  as  hereafter  provided 
in  Article  Twelfth;  and  within  two  weeks  after  final  publication  all 
holders  of  the  outstanding  Certificates  for  such  particular  class  of 
securities  affected  thereby  may  surrender  their  respective  Certificates 
therefor  and  withdraw  securities  of  such  particular  class  or  classes, 
or  the  proceeds  thereof,  or  substitutes  therefor  then  under  the  control 
of  the  Managers,  to  the  amount  indicated  in  such  Certificates,  and 
all  Assenting  Certificate  holders  may  require  cancellation  of  their 
assent  and  release  herefrom  of  the  securities  represented  by  their 
Assenting  Certificates,  provided,  however,  that  '(in  every  case  of 
withdrawal  or  cancellation  the  Certificate  Holders  or  the  Assenting 
Certificate  Holders  shall  respectively  make  payment  of  their  shares 
of  the  expenses  of  the  Reorganization  Committee  and  of  the  Managers 
as  apportioned  by  the  latter.  Every  Depositor  of  securities  not  so 
surrendering  and  withdrawing,  and  every  Assenting  Certificate  Holder 
not  withdrawing  his  assent,  within  such  two  weeks  after  final  publi- 
cation, shall  be  deemed  to  have  assented  to  the  proposed  changes  or 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  ^g 

modifications,  and  whether  or  not  otherwise  objecting,  shall  be  bound 
thereby  as  fully  and  effectively  as  if  he  had  actually  assented  thereto. 
Any  ehanges  or  modifications  finally  made  by  the  Managers  shall  be 
part  of  the  Plan  and  this  agreement;  and  all  provisions  and  references 
concerning  the  Plan  shall  apply  to  the  plan  so  changed  or  modified. 
*  In  case  the  Managers  shall  finally  abandon  the  entire  Plan,  the  stocks 
and  bonds  deposited  hereunder,  or  their  proceeds,  or  any  stocks,  bonds, 
securities  or  claims  or  representatives  thereof,  then  under  the  control 
of  the  Managers,  shall  be  delivered  to  the  several  Depositors  in 
amounts  representing  their  respective  interests  upon  surrender  of  their 
respective  Certificates  and  payment  of  such  actual  expenses  as  shall 
have  been  incurred  by  the  Reorganization  Committee  and  Managers, 
which  latter  shall  have  power  to  determine  and  to  apportion  upon 
the  several  classes  of  securities  deposited  hereunder  the  share  of 
expense  to  be  borne  by  each  security.  In  case  of  such  abandonment, 
in  like  manner,  and  upon  like  payment  of  expenses,  any  assent  of  the 
Assenting  Certificate  holders  shall  be  released  by  the  Managers,  and 
until  so  released  the  General  Second,  General  Third  and  Consolidated 
Mortgage  bonds  represented  by  the  Assenting  Certificats  shall  be  sub- 
ject to  their  ratable  share  of  such  expense. 

In  any  such  case,  any  moneys  paid  by  the  depositing  stockholders, 
or  any  coupons,  receiver's  certificates  or  other  obligations,  claims  or 
property  acquired  therewith,  or  the  proceeds  thereof  when  received, 
remaining  after  deducting  therefrom  the  share  of  the  expenses  incurred 
by  the  Managers  under  this  agreement  apportioned  upon  such  depos- 
iting stockholders,  shall  be  equitably  distributed  or  adjusted  among 
the  respective  holders  of  Certificates  of  Deposit  therefor;  but  the 
depositing  stockholders,  or  holders  of  such  Certificates  of  Deposit, 
shall  have  no  claim  for  the  repayment  of  any  such  moneys,  except 
to  the  extent  of  their  ratable  shares  of  such  moneys,  or  their  proceeds, 
remaining  in  the  hands  of  the  Managers  after  payment  of  such  ex- 
penses. 

In  every  such  case  of  withdrawal,  any  cash  paid  or  advanced,  as 
provided  in  the  Plan,  to  depositors  of  bonds,  notes  or  dividend  certifi- 
cates or  Certificates  of  Deposit  therefor  or  Assenting  Certificates,  and 
any  interest  paid  or  advanced  to. holders  of  Certificates  of  Deposit  or 
Assenting  Certificates  in  respect  of  deposited  bonds,  notes  or  dividend 
certificates  represented  by  such  Certificates  of  Deposit  or  Assenting 
Certificates,  or  in  respect  of  the  new  bonds  to  be  issued  in  exchange 
therefor  under  the  Plan,  must  be  repaid  by  the  holders  of  such  Certifi- 
cates before  th6  deposited  bonds,  notes  or  dividend  certificates  repre- 
sented by  such  Certificates  of  Deposit  or  Assenting  Certificates  shall 
be  surrendered  in  exchange  therefor;  but  any  interest  collected  by  the 
Managers  on  deposited  securities  will  in  such  case  of  withdrawal  be 
accounted  for  by  the  Managers  to  the  holders  of  the  Certificates  of 
Deposit  for  such  securities  or  of  Assenting  Certificates. 

Fifth.  The  Managers  may  proceed  under  the  Plan  and  this  agree- 
ment  or  any  part  thereof  with  or  without  foreclosure,  and  in  case 
of  foreclosure  may  exercise  any  power,  either  before  or  after  fore- 
closure sale;  and  in  every  case  all  the  provisions  of  the  Plan  and  this 
agreement  shall  equally  apply  to  and  in  respect  of  any  physical  prop- 
erties embraced  under  the  reorganization,  and  to  and  in  respect  of 
any  securities  representing  any  such  property,  it  being  intended  that 
for  all  purposes  thereunder  any  such  property,  and  any  security  rep- 
resenting such  property,  may  be  treated  or  accepted  by  the  Managers 
as  substantially  identical.  In  case  any  separate  Plan  shall,  in  the 
opinion  of  the  Managers,  become  necessary  or  expedient  to  effect  the 
reorganization  of  any   subordinate  or  other  company,  the  Managers 


120       •        RAILROAD    COMMISSION    OF    WASHINGTON 


may  promote  and  participate  in  any  such  reorganization  and  may 
deposit  thereunder  any  securities  thereby  affected. 

In  case  of  any  claim,  lien  or  obligation  not  herein  fully  provided 
for  and  affecting  the  Railroad  Company,  or  any  property  or  franchises 
thereof  ,the  Managers  may  from  time  to  time  (subject,  however,  to 
Article  Sixth  hereof)  make  such  compromise  in  respect  thereto  or 
such  provision  therefor  as  they  may  deem  suitable,  using  therefor 
any  securities  not  expressly  required  for  settlement  with  Depositors, 
or  not  expressly  reserved  for  liens  or  obligations  specified  in  the 
Plan,  but  the  total  amount  of  new  securities  to  be  created  as  set  forth 
in  the  Plan  shall  not  be  thereby  increased. 

Any  action  contemplated  in  the  Plan  and  this  agreement  to  be 
performed  on  or  after  completion  and  reorganization  may  be  taken 
by  the  Managers  at  any  time  when  they  shall  deem  the  reorganization 
advanced  sufficiently  to  justify  such  course  ,and  the  Managers  as  they 
may  deem  necessary  may  defer  the  performance  of  any  provision  of 
the  Plan  and  this  agreement,  or  may  commit  such  performance  to 
the  new  company. 

They  may  also  in  their  discretion  set  apart  and  hold  in  trust,  or 
place  in  trust  with  any  trust  company,  any  part  of  the  new  securities 
to  be  issued  and  cash  which  may  be  received  from  sales  of  new  se- 
curities, or  otherwise,  as  they  may  deem  judicious,  for  the  purpose  of 
securing  the  application  thereof  for  any  of  the  purposes  of  the  Plan 
and  this  agreement. 

Sixth.  The  Managers  may  from  time  to  time  make  contracts  with 
any  person,  syndicate  or  corporation  for  the  purpose  of  carrying  this 
agreement  into  effect  and  by  loan,  guaranty,  or  by  the  sale  of  the  new- 
securities  to  be  created,  or  otherwise,  on  such  terms,  conditions  and 
rates  as  said  Managers  may  deem  proper;  and  may  obtain  any  moneys 
required  to  carry  out  the  Plan  and  this  agreement,  including  such  sums 
as  the  Managers  may  deem  expedient  to  provide  for  the  uses  of  the 
new  Company;  and  for  the  performance  of  any  contract  said  Managers 
may  charge  the  deposited  securities  and  the  new  securities  to  be  issued 
and  may  pledge  the  same  for  the  payment  of  any  moneys  borrowed 
and  interest  thereon,  and  other  performance  of  any  other  obligations 
incurred  under  the  powers  herein  .  conferred.  The  Managers  may 
employ  counsel,  agents  and  all  necessary  assistance,  and  may  incur 
and  discharge  any  and  all  expenses  by  them  deemed  reasonable  for 
the  purposes  of  this  agreement.  They  may  prescribe  the  form  of  all 
securities  and  of  all  instruments  at  any  time  to  be  issued  or  entered 
into.  They  may  create  and  provide  for  all  necessary  trusts,  and  may 
nominate  and  appoint  trustees  thereunder,  excepting  that  the  Reor- 
ganization Committee  shall  make  any  appointment  in  lieu  of,  or  in 
succession  to,  Georg  Siemens,  and  that  the  Protective  Committee  shall 
make  any  appointment  in  lieu  of,  or  in  succession  to,  August  Belmont, 
prior  to  the  actual  reception  of  stock  by  the  Voting  Trustees.  They 
may,  at  public  or  private  sale,  or  otherwise,  dispose  of  any  bonds 
and  Trust  Certificates  for  stock  of  the  new  Company  left  in  their 
hands  because  of  any  failure  to  make  deposits  hereunder.  In  so  dis- 
posing of  any  such  new  securities  thus  left  on  their  hands,  they  may 
use  the  same  or  the  proceeds  thereof  for  the  purpose  of  carrying  out 
the  reorganization  in  such  manner  as  they  may  deem  expedient  and 
advisable.  At  the  time  of  the  creation  of  the  new  securities,  or  as  soon 
thereafter  as  may  be,  the  Managers  may  take  such  action  (either  by 
creating  lesser  amounts  of  securities,  or  otherwise)  as  they  may 
deem  necessary  to  guard  against  the  issue  of  such  particular  securi- 
ties in  any  manner  or  to  any  extent  inconsistent  with  the  purposes  of 
the  Plan. 

Seventh.     Messrs.  J.  P.  Morgan  &  Co.,  as  Managers,  shall  act  as 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  ^g^ 

a  copartnership,  and  in  case  of  any  change  in  said  firm,  the  firm  of  J. 
P.  Morgan  &  Co.,  as  from  time  to  time  constituted,  shall  continue  as 
Managers,  with  all  the  powers,  rights  and  title  vested  in  the  Managers 
hereunder.  Neither  the  Committees  nor  the  Manaagers  nor  the  De- 
positaries assume  any  personal  responsibility  for  the  execution  of  the 
Plan,  or  of  this  agreement,  or  any  part  of  either,  nor  for  the  result 
of  any  steps  taken  or  acts  done  for  the  purpose  thereof;  the  Man- 
agers, however,  undertaking  in  good  faith  to  endeavor  to  execute 
the  same.  No  member  of  the  Reorganization  Committee,  nor  any  De- 
positary, nor  the  Managers,  shall  be  personally  liable  for  any  act  or 
omission  of  any  agent  or  employee  selected  in  good  faith,  nor  for 
any  error  of  judgment  or  mistake  of  law,  nor  in  any  case  except  for 
his,  its  or  their  own  individual  willful  malfeasance  or  neglect;  and  no 
member  of  the  Reorganization  Committee  shall  in  any  case  be  person- 
ally liable  for  the  act  or  omission  of  any  other  member,  nor  for  the 
acts  of  any  Depositary  or  of  the  Managers,  nor  shall  any  Depositary 
or  the  Managers  be  personally  liable  for  the  acts  or  defaults  of  the 
Reorganization  Committee, .  or  of  any  other  Depositary,  or  of  any 
Trust  Company.  The  Managers  may  act  through  any  committees  or 
agents,  and  may  delegate  any  authority,  as  well  as  discretion,  to  any 
such  committee  or  agent,  and  the  members  of  such  committee  or  such 
agents  may  be  allowed  a  reasonable  compensation  for  their  services 
hereunder,  and  the  Managers  shall  be  entitled  to  the  compensation 
stated  in  the  Plan.  Any  member  of  the  Managers  or  Depositaries,  or 
any  member  of  either  Committee,  at  any  time,  may  be  a  Voting 
Trustee,  and  may  be  or  become  pecuniarily  interested  in  any  contracts, 
property  or  matters  which  this  agreement  concerns,  including  par- 
ticipation in  or  under  any  syndicate  agreement,  whether  or  not  men- 
tioned in  the  Plan.  Any  direction  given  by  the  Managers  shall  be 
full  and  sufficient  authority  for  any  action  of  the  depositaries  or  of 
any  Trust  Company  or  of  any  other  custodian  or  of  any  committee 
or  agent. 

The  Reorganization  Committee  shall  be  entitled  to  reasonable 
compensation.  It  may  discharge  any  and  all  reasonable  expenses 
by  it  incurred  for  any  of  the  purposes  of  this  agreement  or  of  the 
agreement  of  February  19,  1894.  Its  accounts  shall  be  filed  with  the 
Board  of  Directors  of  the  new  Company,  and  the  same,  as  filed,  shall 
be  final,  binding  and  conclusive  upon  all  parties  having  any  interest 
therein.  The  Compensation  of  the  said  Reorganization  and  the  Pro- 
tective Committee  and  their  expenses  shall  be  paid  as  part  of  the  ex- 
penses of  the  reorganization. 

Eighth.  The  Managers  may  negotiate  and  contract  with  any  and 
all  companies  or  persons  for  obtaining  or  granting  running  powers, 
terminal  facilities,  exchanges  of  property,  or  any  other  convenience 
which  they  may  deem  necessary  or  desirable  to  obtain  or  to  grant,  and 
may  make  contracts  therefor  binding  upon  such  new  Company,  and 
generally  may  ratify  and  make  purchases,  contracts,  stipulations  or 
arrangements  as  will  in  their  opinion  operate  directly  or  indirectly 
to  aid  in  the  preservation,  improvement,  development  or  protection  of 
any  property  now  constituting  the  Northern  Pacific  System,  of  which 
the  Railroad  Company  or  any  subordinate  company  has  contracted  to 
acquire,  or  to  prevent  or  avoid  opposition  to  or  interference  with  the 
successful  execution  hereof. 

Ninth.  The  accounts  of  the  Managers  shall  be  filed  with  the  Board 
of  Director  of  the  new  Company  within  one  year  after  its  organization 
shall  have  been  completed,  unless  a  longer  time  be  granted  by  the  said 
Board.  The  accounts,  when  approved  by  such  Board  of  Directors, 
shall  be  final,  binding  and  conclusive  upon  all  parties  having  any  in- 
terest therein,  and  thereupon  the  Managers  shall  be  discharged.     The 


12^  RAILROAD    COMMISSION    OP    WASHINGTON 


acceptance  of  new  securities  by  any  Depositor  or  any  any  Assenting 
Certificate  holder  shall  estop  such  acceptor  from  questioning  the  con- 
formity of  such  securities  in  any  particular  to  any  provisions  of  the 
Plan;  and  the  acceptance  of  new  securities  by  the  holders  of  a  ma- 
jority in  amount  of  the  Certificates  of  Deposit  and  Assenting  Certifi- 
cates for  any  class  of  securities  shall  in  each  case  respectively  estop 
all  holders  of  Certificates  of  Deposit  and  Assenting  Certificates  for  se- 
curities of  that  class. 

Tenth.  The  enumeration  of  specific  powers  hereby  conferred  shall 
not  be  construed  to  limit  or  to  restrict  general  powers  herein  conferred 
or  intended  so  to  be,  and  it  is  hereby  distinctly  declared  that  it  is 
intended  to  confer  on  the  Managers  and  each  Depositor  hereunder  and 
each  Assenting  Certificate  holder  hereby  confers  on  the  Managers,  in 
respect  of  all  securities  deposited  or  to  be  deposited,  or  securities 
represented  by  Assenting  Certificates,  and  in  all  other  respects,  any 
and  all  powers  which  the  Managers  may  deem  necessary  or  expedi- 
ent in  or  towards  carrying  out  or  promoting  the  purposes  of  the 
Plan  and  this  agreement  in  any  respect,  even  though  any  such  power 
be  apparently  of  a  character  not  now  contemplated;  and  the  Managers 
may  exercise  any  and  every  such  power  as  fully  and  effectively  as  if 
the  same  were  herein  distinctly  specified,  and  as  often  as,  for  any 
cause  or  reason,  they  may  deem  expedient.  The  methods  to  be 
adopted  for  or  towards  carrying  out  this  agreement  shall  be  entirely 
discretionary  with  the  Managers. 

The  bonds  and  other  obligations  deposited  under  the  Plan  and  this 
agreement,  or  represented  by  Assenting  Certificates,  and  all  Receivers' 
Certificates,  coupons  and  claims  purchased  or  otherwise  acquired  under 
this  agreement,  shall  remain  in  full  force  and  effect  for  all  purposes, 
and  shall  not  be  deemed  satisfied,  released  or  discharged  by  any  de- 
livery of  new  securities;  and  no  legal  right  or  lien  shall  be  deemed 
released  or  waived,  but  said  bonds  and  other  claims,  and  any  judg- 
ment upon  any  of  such  claims,  including  claims  and  judgments  for 
deficiencies,  and  all  liens  and  equities,  shall  remain  unimpaired,  and 
may  be  enforced  by  the  Managers  or  by  the  new  Company  or  by  any 
or  other  assign  of  the  Managers  until  paid  or  satisfied  in  full  or  ex- 
pressly released.  Neither  the  Managers  nor  any  bondholders  or  cred- 
itors of  the  Railroad  Company,  by  executing  this  agreement,  or  by 
becoming  parties  thereto,  release,  surrender  or  waive  any  lien,  right 
or  claim  in  favor  of  any  stockholders  or  other  creditors  of  such  Com- 
pany, and  all  such  liens,  rights  or  claims  shall  vest  unimpaired  in  the 
Managers  and  in  the  new  Company,  or  its  assigns,  severally  and  re- 
spectively; and  any  purchase  or  purchases  by  or  on  behalf  of  the 
Managers,  or  the  new  Company,  under  any  decree  for  the  enforcement 
of  any  such  lien,  right  or  claim  shall  vest  the  property  purchased  in 
the  Managers  or  the  new  Company  free  from  all  interest  or  claim  on 
the  part  of  any  such  stockholders,  creditors  or  other  parties.  No 
right  is  conferred,  nor  any  trust,  liability  or  obligation (  except  the 
agreements  herein  contained  in  favor  of  the  holders  of  Certificates 
of  Deposit  or  Assenting  Certificates  hereunder)  is  created  by  the  Plan 
and  this  agreement,  or  is  assumed  hereunder  or  by  or  for  any  new 
Company  in  favor  of  any  bondholder,  or  any  other  creditor,  or  of  any 
holder  of  any  claim  whatsoever  against  the  Railroad  Company,  nor  in 
favor  of  any  company  now  existing  or  to  be  form.ed  hereafter  (whether 
such  claim  be  based  on  any  bonds,  stocks,  securities,  lease,  guaranty 
or  otherwise),  with  respect  to  any  securities  deposited  under  this 
agreement  or  any  moneys  paid  to,  or  received  by  Managers  or  by  the 
Committee  or  Depositaries  hereunder  or  with  respect  to  any  property 
acquired  by  purchase  at  any  foreclosure  sale,  or  with  respect  to  any 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  133 


new  securities  to  be  issued  hereunder,  or  with  respect  to  any  other 
matter  or  thing. 

Eleventh.  All  moneys  paid  under  or  with  reference  to  the  Plan  and 
this  agreement  shall  be  paid  over  by  the  Depositaries  to  the  Managers, 
who  Sxiall  as  bankers  hold  the  same  subject  to  application  for  asny 
of  the  purposes  of  the  Plan  and  this  agreement  as  may  be  most  con- 
venient, and  as  from  time  to  time  may  be  determined  by  the  Man- 
agers, whose  determination  as  to  the  propriety  and  purpose  of  any 
such  application  shall  be  final,  and  nothing  in  the  Plan  shall  be 
understood  as  limiting  or  requiring  the  application  of  specific  moneys 
to  specific  purposes.  Any  obligation  in  the  nature  of  floating  debt  or 
otherwise  against  any  company  or  property  embraced  in  the  Plan, 
either  as  proposed  or  carried  out,  or  any  securities  held  as  collateral 
for  any  such  obligation,  mry  be  acquired  or  extinguished  or  held  by 
the  Managers  at  such  times,  in  such  manner  and  upon  such  terms  as 
they  may  deem  proper  for  the  purposes  of  reorganization,  but  nothing 
in  the  Plan  and  this  agreement  contained  is  intended  to  constitute, 
nor  shall  it  constitute,  any  Ijsbility  or  trust  in  favor  or  in  respect  of 
any  such  obligation. 

Twelfth.  All  calls -for  the  rre.:entation  of  Certificates  for  stamp- 
ing, for  the  deposit  of  bonds  and  stocks,  for  the  payment  to  be  made 
by  depositing  stockholders  or  for  the  surrender  of  Certificates;  all 
notices  fixing  or  limiting  any  period  for  the  deposit  of  securities  or 
for  such  payments,  or  for  the  presentation  of  Certificates  for  stamp- 
ing, and  all  other  calls  or  notices  hereunder,  except  when  otherwise 
provided,  shall  be  inserted  in  the  New  York  Times  and  the  New  York 
Tribune,  or  in  two  other  daily  papers  of  general  circulation  published 
in  the  City  of  New  York;  in  the  London  Times  and  News,  or  in  two 
other  daily  papers  of  general  circulation  published  in  the  City  of  Lon- 
don; and  in  two  daily  papers  of  general  circulation  published  in  the 
City  of  Berlin;  twice  in  each  week  for  two  successive  weeks,  beginning 
on  any  day  of  the  week.  Any  call  or  notice  whatsoever,  when  so 
published  by  the  Managers  or  by  the  Deutsche  Bank,  shall  be  taken 
and  considered  as  though  personally  served  on  all  parties  hereto,  and 
upon  all  parties  bound  hereby,  as  of  the  respective  dates  of  insertion 
thereof,  and  such  publication  shall  6e  the  only  notice  required  to  be 
given  under  any  provision  of  this  Plan  and  agreement;  and  all  German 
translations  of  the  Plan  and  this  agreement  and  of  any  call  or  notice 
thereunder  shall  be  made  under  the  direction  or  with  the  approval  of 
the  Deutsche  Bank,  and  when  so  made  shall  be  sufficient  for  publica- 
tion in  Germany;  but,  in  case  of  any  discrepancy  between  such  trans- 
lation and  the  English  original,  the  latter  shall  control,  and,  notwith- 
standing such  discrepancy,  shall  bind  all  parties  in  interest.  When 
a  call  or  notice  shall  have  been  advertised  as  above  specified  in  New 
York,  or  in  London,  or  in  Berlin,  publication  shall  be  complete  as  re- 
gards all  holders  of  certificates  of  deposit  and  assented  receipts  issued 
or  stamped  by  the  Depositaries  in  the  City  in  which  such  publication 
shall  have  been  made,  and  no  further  publication  shall  be  required 
in  such  city. 

Thirteenth.  The  Plan  and  this  agreement  shall  bind  and  benefit 
the  several  parties,  including  the  Depositaries  hereunder,  their  and 
each  of  their  survivors,  heirs,  executors,  tidministrators,  successors 
and  assigns. 

Fourteenth.  In  order  fully  to  subject  to  every  provision  of  the 
Plan  and  this  agreement,  all  General  Second,  General  Third  and 
Consolidated  Mortgage  Bond3  now  or  hereafter  represented  by  Assent- 
ing Certificates  of  the  Mercantile  Trust  Company,  and  to  obtain  there- 
ior  all  benefits  hereunder,  the  Mercantile  Trust  Company  of  New 
York  becomes  a  party  hereto,  and  each  Assenting  Certificate  holder 


124  RAILROAD    COMMISSION    OF    WASHINGTON 


hereby  confers  upon  it  full  power  and  authority,  either  with  or  without 
the  termination  of  the  said  Bondholders'  Agreement  or  February  19, 
1894,  to  hold  subject  to  the  Plan  and  this  agreement  and  to  deliver 
to  the  Managers  or  upon  their  order,  the  bonds  represented  by  any 
such  Assenting  Certificate,  and  full  power  and  authority  from  time 
to  time  thereafter  to  make,  execute  and  perform  (such  power  and 
authority  by  it  to  be  exercised  when  requested  by  the  Managers)  such 
further  or  other  instruments  ,agreements  and  transfers  as  may  be  re- 
quired hereunder  in  respect  of  any  bonds  represented  by  any  such 
Assenting  Certificates. 

In  witness  whereof,  a  majority  of  the  Reorganization  Committee, 
the  Managers,  The  Mercantile  Trust  Company  of  New  York,  the 
Deutsche  Bank  and  the  Protective  Committee  have  caused  these  pres- 
ents to  be  duly  executed,  and  all  other  parties  hereto  have  deposited 
securities  or,  as  above  set  forth,  have  assented  hereto  in  respect  of 
certificates  of  the  Mercantile  Trust  Company. 

EDWARD  D.  ADAMS, 

JOHN  C.  BULLITT, 

LOUIS  FITZGERALD. 

CHARLES    H.    GODFREY, 

JOHN  D.  PROBST, 

JAMES  STILLMAN, 

ERNST  THALMANN. 

THE  MERCANTILE  TRUST  COMPANY, 

by  Louis  Fitzgerald,  President. 
J.  P.  MORGAN  &  CO. 

DEUTSCHE  BANK, 

by  Edward  D.  Adams. 

AUGUST  BELMONT, 
BRAYTON  IVES, 
GEORGE  R.  SHELDON, 
CHARLEMAGNE  TOWER,  Jr. 


EXHIBIT    B. 

[This  exhibit  is  a  map  of  Northern  Pacific  tide  lands  at  Tacoma, 
attached  to  original  findings  and  reproduced  in  certified  copies,  re- 
ferred to  in  finding  No.  38.]  v 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  1^5 

E-xKibit  C. 

NORTHERN  PACIFIC  RAILWAY  COMPANY. 


Classification  of  Train,  Engine  and  Car  Miles,  and  Rules  for  Apportion- 
ing  Operating    Expenses  to  Accounting   Divisions. 


Taking  Effect  July  1,  1907. 


CLASSIFICATION  OF  TRAIN   MILES. 


Revenue  Service. 

1.  Freight 

Includes  miles  run  by  revenue-earning  trains  to  transport  freight, 
which  do  not  regularly  include  a  car  or  cars  devoted  exclusively  or 
principally  to  revenue  passenger  business;  also  miles  run  by  trains 
consisting  of  empty  freight  cars  and  of  trains  consisting  of  an  engine 
and  a  caboose  running  light  between  terminal  stations  on  account  of 
unbalanced  traffic  or  other  causes.  When  milk,  express,  baggage  or 
other  cars  are  hauled  in  a  freight  train  and  their  earnings  are  classed 
as  freight  earnings,  the  miles  of  the  train  should  be  considered  as 
freight  train  miles.  Freight  trains  that  regularly  haul  no  passenger 
service  equipment,  but  transport  passengers  in  a  caboose  should  be 
classed  as  freight  trains,  as  should  also  freight  trains  temporarily 
using  a  passenger  car  in  place  of  a  caboose. 

2.  Mixed 

Includes  miles  run  by  revenue-earning  trains  to  transport  both  pas- 
sengers and  freight  in  cars,  each  of  which  is  devoted  exclusively  to 
either  passenger  business  or  freight  business. 

NOTE — Mileage  of  Mixed  Trains  is  to  be  apportioned  one-fourth 
to  "Passenger"  and  three-fourihs  to  "Freight." 

3.  Passenger 

Includes  miles  run  by  revenue-earning  trains  to  transport  pas- 
sengers, baggage,  mail  and  express,  also  miles  run  by  trains  con- 
sisting of  deadhead  passenger  equipment.  When  one  or  more  cars 
other  than  regular  passenger-train  cars,  such  as  milk  cars,  cabooses 
deadheaded  back,  etc.,  are  hauled  in  a  passenger  train,  the  miles 
run  by  that  train  should  be  considered  as  passenger  train  miles. 

4.  Special  Service 

Includes  miles  run  by  revenue-earning  trains,  such  as  chartered 
trains,  paid  for  either  on  the  basis  of  a  rate  per  mile  run  or  a  lump 
sum  for  the  train;   circus  and  theatrical  trains  run  under  contracts 


l^Q       ,        RAILROAD    COMMISSION    OP    WASHINGTON 

calling  for  payment  of  specified  amounts  for  transportation  between 
designated  stations;  chartered  trains  for  the  Federal  or  State  Gov- 
ernments,  carrying  troops,   munitions   of  war,   camp   outfits,   etc. 

NOTE — Mileage  of  Special  Service  Trains  is  to  be  apportioned  to 
"Passenger"  and  "Freight,"  according  to  the  class  of  service. 

Non-Revenue   Service. 
Includes   miles  run   by   trains   which   are   not   revenue   producing, 
such  as: 

(a)  Of  tne  Passenger  Class:  Pay-trains,  official  trains,  inspection 
trains  for  Railway  Commissioners,  special  trains  run  to  convey  fire 
apparatus  for  use  in  saving  the  company's  property  from  destruction 
by  fire  and  trains  run  to  convey  employees  to  and  from  work; 

(b)  Of  the  Freight  Class:     Material  and  supply  trains; 

(c)  Of  the  Work  Class:  Construction  trains,  trains  hauling  gravel 
or  other  ballast,  or  engaged  in  bank  widening,  ballasting  and  other 
maintenance  work;  wrecking  trains,  repair  trains,  snow  plows  and 
flangers. 

Rules   for   Computation   of  Train    Miles. 

1.  Revenue  Train  Miles  should  be  based  on  the  actual  distance 
run  between  terminals  and  computed  from  the  official  time-table  or 
distance  table,  the  same  as  for  Passenger  Miles,  Ton  Miles  and 
Car  Miles. 

2.  Revenue  Passenger  trains  and  Revenue  Mixed  Trains  may  inci- 
dentally carry  private  cars,  official  cars,  worK  or  service  cars,  or  cars 
of  related  classes;  and  Revenue  Freight  Trains  may  incidentally 
carry  cars 'containing  railway  material  and  supplies,  or  other  freight 
which  does  not  earn  revenue;  but  whole  trains  of  such  cars  should 
be  regarded  as  non-revenue  trains  and  classed  accordingly. 

3.  Non-Revenue  Train  Miles  should  be  based  on  the  actual  distance 
run  between  terminals.  When  work  trains  are  run  between  terminals 
and  not  ordered  to  work  at  some  specified  point  or  within  specified 
working  limits,  they  should  be  allowed  the  actual  miles  run,  the  same 
as  any  other  class  of  trains.  When  ordered  to  run  to  a  certain  point 
to  work  at  tnat  point  or  within  specified  working  limits,  they  should 
be  allowed  the  actual  miles  made  while  under  running  orders  and 
in  addition  an  arbitrary  mileage  of  six  miles  per  hour  for  the  time 
working  at  the  point  or  within  the  working  limits  named. 

4.  Each  train  and  each  section  of  a  train  run  by  a  separate  train 
crew,  should  be  considered  a  separate  train,  whether  hauled  by  one  or 
more  locomotives  for  either  the  whole  distance  or  a  part  of  the  distance 
between  the  train  terminals.  There  should  be  nothing  added  to  this 
distance  to  cover  running  from  roundhouse  to  terminal,  doubling  hills 
running  for  water,  switching  or  other  work  at  way  stations,  or  for 
the  service  of  helper  or  pusher  engines  or  the  extra  engines  on  double 
or  triple-head  trains. 

5.  Mileage  of  trains  detoured  over  foreign  roads  when  hauled  by 
the  engines  and  handled  by  the  crews  of  the  home  company  should 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  127 

be  computed  on  the  basis  of  miles  actually  run  and  classied  by  the 
detouring  line  in  its  train  mileage  in  accordance  with  the  service  per- 
formed. 

CLASSIFICATION  OF  LOCOMOTIVE  MILES. 

Revenue   Service. 

1.  Freight. 

Includes  miles  run  by  locomotives  between  terminals  or  stations 
with  freight  trains. 

Note. — The  mileage  of  locomotives  hauling  cabooses  only,  either 
for  the  purpose  of  hauling  traffic  or  in  returning  after  delivering  traffic 
moving  in  opposite  directions,  should  be  included  in  "Freight — Light.' 

2.  Freight — Helping. 

Includes  miles  run  by  locomotives  while  assisting  freight  trains 
either  as  pushers  or  as  double-headers;  also  miles  run  while  hauling 
the  second  cut  of  a  freight  traill  doubled  over  grades. 

3.  Freight— Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses,  going  for  or  returning  from  service  desig- 
nated in  No.  1;  miles  run  by  light  locomotives  going  to  or  returning 
from  assisting  freight  trains,  as  pushers  or  double-headers;  miles 
run  light  returning  to  train  after  having  hauled  the  first  cut  of  a 
freight  train  doubled  over  grades;  miles  run  light  by  locomotives 
of  a  freight  train  to  and  from  next  coaling  station  or  water  tank  for 
coal  or  water;  miles  run  light  to  pick  up  or  assist  a  freight  train 
at  stations  between  train  terminals;  miles  run  to  pick  up  and  haul 
dead  freight  train  locomotives  into  terminals;  also  miles  run  by  loco- 
motives coming  from  or  going  to  enginehouses  or  turntables  from 
freight-train  service,  provided  no  miles  will  be  allowed  for  this  latter 
service  if  the  distance  be  one-half  mile  or  less  in  one  direction. 

4.  Mixed. 

Includes  miles  run  by  locomotives  between  terminals  or  stations 
with  mixed  trains. 

5.  Mixed — Helping. 

Includes  miles  run  by  locomotives  while  assisting  mixed  trains 
either  as  pushers  or  double-headers;  also  the  miles  run  while  hauling 
the  second  cut  of  a  mixed  train  doubled  over  grades. 

6.  Mixed — Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses  or  passenger-train  cars,  going  for  or  returning 
from  service  designated  in  No.  4;  miles  run  by  light  locomotives  going 
to  or  returning  from  assisting  mixed  trains,  as  pushers  or  double- 
headers;  miles  run  light  returning  to  train  after  having  hauled  the 
first  cut  of  a  mixed  train  doubled  over  grades;  miles  run  light  by 
mixed  train  locomotives  to  and  from  the  next  coaling  station  or  water 
tank  for  coal  or  water;  miles  run  light  to  pick  up  or  assist  a  mixed 


128  RAILROAD    COMMISSION    OF    WASHINGTON 

train  at  stations  between  train  terminals;  miles  run  to  pick  up  and 
haul  dead  locomotives  from  mixed  trains  into  terminals;  also  miles 
run  by  locomotives  coming  from  or  going  to  enginehouses  or  turntables 
from  mixed-train  service,  provided  no  miles  will  be  allowed  for  this 
latter  service  if  the  distance  be  one-half  mile  or  less  in  one  direction. 
Note. — Mixed  Locomotive  Miles  is  to  be  apportioned  one-fourth  to 
"Passenger"  and  three-fourths  to  "Freight." 

7.  Passenger. 

Includes  miles  run  by  locomotives  between  terminals  or  stations  with 
passenger,  mail  and  express  trains. 

8.  Passenger — Helping. 

Includes  miles  run  by  locomotives  while  assisting  passenger,  mail 
and  express  trains  either  as  pushers  or  double-headers. 

9.  Passenger — Light. 

Includes  miles  run  by  locomotives  going  for  or  returning  from 
service  designated  in  No.  7;  miles  run  by  light  locomotives  going  to  or 
returning  from  assisting  passenger  trains,  as  pushers  or  double-headers ; 
miles  run  light  by  locomotives  of  a  passenger  train  to  and  from  the 
next  coaling  station  or  water  tank,  for  coal  or  water;  miles  run  light 
to  pick  up  or  assist  a  passenger  train  at  stations  between  train  termin- 
als; miles  run  to  pick  up  and  haul  dead  passenger-train  locomotives 
into  terminals;  also  miles  run  by  locomotives  coming  from  or  going 
to  enginehouses  or  turntables  from  passenger-train  service,  provided 
no  miles  will  be  allowed  for  this  latter  service  if  the  distance  be  one- 
half  mile  or  less  in  one  direction. 

10.  Special  Service. 

Includes  miles  run  by  locomotives  in  special  revenue  service,  such 
as  locomotives  hauling  chartered  trains,  paid  for  either  on  the  basis 
of  a  rate  per  mile  run  or  a  lump  sum  for  the  train;  circus  and  theatrical 
trains  run  under  contracts  calling  for  payments  of  specified  amounts 
for  transportation  between  designated  stations ;  chartered  trains  for  the 
Federal  or  State  Governments,  carrying  troops,  munitions  of  war, 
camp  outfits,  etc. 

11.  Special  Service — Helping. 

Includes  miles  run  while  assisting  special  service  trains  as  defined 
in  No.  10,  either  as  pushers  or  double-headers;  also  the  miles  run  while 
hauling  the  second  cut  of  a  special  service  train  doubled  over  grades. 

12.  Special   Service — Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses  or  passenger-train  cars,  going  for  or  return- 
ing from  service  designated  in  No.  10;  miles  run  by  light  locomotives 
going  to  or  returning  from  assisting  special  service  trains,  as  pushers 
or  double-headers;  miles  run  light  returning  to  train  after  having 
hauled  the  first  cut  of  a  special  service  train  doubled  over  grades; 
miles  run  light  by  locomotives  of  special  service  trains  to  and  from  the 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  ^gg 

next  coaling  station  or  water  tank,  for  coal  or.  water;  miles  run  light 
to  pick  up  or  assist  a  special  service  train  at  stations  between  train 
terminals,  miles  run  to  pick  up  and  haul  dead  locomotives  from  si>ecial 
service  trains  into  terminals;  also  miles  run  by  locomotives  coming 
from  or  going  to  enginehouses  or  turntables  from  special  service  trains, 
provided  no  miles  will  be  allowed  for  this  latter  service  if  the  distance 
be  one-half  mile  or  less  in  one  direction. 

Note. — Secial    Service    Locomotive    Miles    is   to    be    apportioned    to 
"Passenger"  and  "Freight,"  according  to  the  class  of  service. 
13.     Switching. 

Includes  miles  allowed  to  locomotives  while  switching  in  yards 
(but  not  locomotives  switching  exclusively  at  shops  for  shop  purposes) ,^ 
and  allowed  train  locomotives  for  performing  switching  service  at 
terminals  or  way  stations.  Switching  miles  to  be  computed  at  rate  of 
six  miles  per  hour  for  the  actual  time  engaged'  in  such  service  in  excess 
of  one  hour  at  any  one  station. 

Miles  run  by  switch  locomotives  helping  trains  out  of  terminals  will 
be  treated  as  "Freight — Helping,"  "Passenger — Helping,"  etc.,  according 
to  the  class  of  the  train  helped.  The  light  miles  run  by  switch  locomo- 
tives returning  to  the  yard  after  such  helping  service  will  be  treated 
as  "Freight — Light,"  "Passenger — Light,"  etc.,  according  to  the  class  of 
the  train  helped. 

Note. — Switching  locomotive  miles  is  to  be  apportioned  to  "Pas- 
senger" and  "Freight"  according  to  the  class  of  service. 

Non-Revenue  Service. 

Includes  miles  run  by  locomotives  in  the  different  classes  of  service 
described  under  "Non-Revenue  Service  Train  Miles,"  and,  in  addition, 
trial  trips  of  locomotives,  to  be  computed  as  follows: 

(a)  In  the  case  of  trains  of  the  freight  class  or  of  the  passenger 
class,  and  for  trial  trips  of  locomotives,  the  actual  miles  run  by  the 
locomotives. 

(6)  In  case  of  trains  of  the  work  class,  when  orders  are  given  to 
a  work  train  to  run  to  a  certain  point,  work  between  certain  limits, 
and  then  return,  the  actual  time  card  mileage  will  be  allowed  between 
points  named  in  running  order,  and,  in  addition,  six  miles  per  hour  for 
time  held  "between  working  limits.  Work  locomotives  employed  for 
switching  at  shops  for  shop  purposes,  for  spotting  cars  in  gravel  pits, 
working  with  pile  drivers,  etc.,  should  be  allowed  a  mileage  of  six 
miles  per  hour  for  the  actual  time  in  service. 

Rules  for  Computation  of  Locomotive  Miles. 

1.  All  locomotive  miles  made  in  hauling  trains,  except  in  Helping 
and  Work  Train  Service,  should  be  based  on  the  actual  distance  run 
between  terminals,  to  be  computed  from  the  official  time-tables,  or  dis- 
tance-table, as  prescribed  for  Train  Miles. 

2.  Helping  miles  of  locomotives  should  be  based  on  the  actual  dis- 
tance made  with  trains  in  helping  service  or  in  doubling  hills. 

9— A 


130  RAILROAD    COMMISSION    OP    WASHINGTON 

3.  Work  train  locomotive  miles  should  be  arrived  at  as  prescribed 
for  Work  Train  Miles. 

4.  Light  locomotive  miles  should  be  based  on  the  actual  distance 
locomotives  are  run  light,  or  with  only  a  caboose  for  the  entire  distance 
between  terminals. 

CLASSIFICATION  OF  CAR  MILES. 

Revenue   Service. 
Freight. 

1.  Loaded. 

Includes  miles  run  by  all  loaded  freight  cars  in  freight  service. 

2.  Empty. 

Includes  miles  run  by  all  empty  freight  cars  in  freight  service. 

3.  Caboose. 

Includes  miles  run  by  caboose  cars  ip  freight  service. 

Passenger. 

4.  Passenger  Coaches. 

Includes  miles  run  by  home  and  foreign  passenger  coaches, 
combinations  of  passenger  and  baggage,  passenger  and  mail  and  pas- 
senger and  express  cars,  chair  and  club  cars,  either  in  service  or 
deadhead. 

5.  Sleeping,  Parlor  and  Observation  Cars. 

Includes  miles  run  by  home  and  foreign  sleeping,  buffet,  parlor 
and  observation  cars,  either  in  service  or  deadhead. 

6.  Dining  Cars. 

Includes  miles  run  by  home  and  foreign  dining,  cafe  and  other 
cars  devoted  exclusively  to  the  serving  of  meals  or  other  refresh- 
ments, either  in  service  or  deadhead. 

7.  Other  Passenger  Train   Cars. 

Includes  miles  run  by  home  and  foreign  baggage,  combination 
baggage  and  express  and  combinations  of  baggage,  mail,  postal  and 
express  cars;  by  home  and  foreign  mail,  postal  and  express  cars;  by 
business  cars  and  by  milk  cars  in  passenger  trains;  either  in  service 
or  deadhead. 

Special  Service. 

8.  Freight — loaded. 

9.  Freight — empty. 

10.  Caboose. 

11.  Passenger  Coaches. 

12.  Sleeping,  Parlor  and  Observation  Cars. 

13.  Dining  Cars. 

14.  Other  Passenger  Train  Cars. 

Includes  miles  run  by  the  foregoing  cars  under  their  appropriate 
classes,  in  special  revenue  service  as  defined  in  the  Classification  of 
Train   Miles. 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  igl 

Non-Revenue   Service. 
Includes  miles  run  by  cars  in  non-revenue  trains  as  defined  in 
the  Classification  of  Train  Miles,  and  as  subdivided  above  under  the 
head  of  "Special  Service,"  items  8,  9,  10,  11,  12,  13  and  14. 

RULES    FOR    APPORTIONING    OPERATING    EXPENSES    TO 
ACCOUNTING    DIVISIONS. 

Note  "A." — The  term  "Accounting  Division"  covers  not  only  the 
divisions  established  by  the  Company  for  its  own  purposes  but  the 
further  subdivisions  of  these  when  the  line  involved  runs  in  more  than 
one  state,  necessary  in  the  preparation  of  reports  to  the  various 
states. 

Note  "B." — By  "Track  Mileage"  is  meant  the  mileage  of  main,  sec- 
ond,  third  and  fourth  tracks,  yard,  passing  and  spur  tracks,  sidings 
and  wyes.  The  mileage  at  the  close  of  the  previous  fiscal  year  is 
to  be  used  subject  to  revision  on  account  of  the  addition  during  the 
year  of  new  main,  second,  third  or  fourth  tracks  with  their  yards, 
sidings  and  passing  tracks.  The  addition  during  the  year  of  yard, 
passing  and  spur  tracks  and  sidings  not  laid  in  connection  with  new 
main  tracks,  or  similar  tracks  taken  up,  need  not  be  considered  until 
the  revised  mileage  for  a  fiscal  year  is  used. 

Note  "C." — When  in  making  the  apportionment  it  is  impracticable 
to  use  current  train,  car  or  engine  mileage,  such  figures  for  the  pre- 
<;eding  month  will  be  used. 

Maintenance   of  Way  and   Structures. 

Under  the  general  heading  "Maintenance  of  Way  and  Structures," 
all  charges  to  the  following  named  primary  accounts  can  be  localized 
and  should  be  apportioned  to  the  accounting  divisions  on  which  they 
occur,  viz.: 
•      Ballast. 
Ties. 
Rails. 

Other  Track  Material. 
Roadway  and  Track. 
Tunnels. 

Bridges,   Trestles   and   Culverts. 
Over  and  Under  Grade  Crossings. 
Grade  Crossings,  Fences,  Cattle  Guards  and  Signs. 
Snow  and  Sand  Fences  and  Snow  Sheds. 
Signal  and  Interlocking  Plants. 

(Note. — Repairs  should  be  apportioned  according  to  the  loca 
tion  of  the  tower.) 
Telegraph  and   Telephone  Lines. 
Buildings,  Fixtures  and  Grounds. 
Docks  and  Wharves. 

Maintaining  Joint  Tracks,  Yards  and  Other  Facilities — Dr. 
Maintaining  Joint  Tracks,  Yards  and  Other  Facilities — Cr. 


132         .        RAILROAD  COMMISSION  OF  WASHINGTON 

Charges  to  the  following  named  primary  accounts  can  not  be  entire- 
ly localized,  and  should  be  apportioned  as  follows: 

Superintendence. 

Charges  to  this  account  should  be  localized  in  so  far  as  the  duties 
of  those  officers  are  local  to  an  accounting  division,  and  similar  ex- 
penses of  officers  having  jurisdiction  over  more  than  one  accounting 
division  should  be  apportioned  on  the  basis  of  track  mileage  over  which 
they  have  jurisdiction. 

Removal  of  Snow,  Sand  and   Ice. 

The  cost  or  expense  of  removal  of  snow,  sand  and  ice  should,  as 
far  as  possible,  be  located  to  accounting  divisions.  Any  charges  that 
can  not  be  so  located  should  be  apportioned  on  the  basis  of  track 
mileage  of  the  territory  involved. 

Roadway  Tools  and  Supplies. 

The  expenditure  should  be  localized  as  far  as  possible.     Such  ex- 
penditures as  can  not  be  localized  should  be  apportioned  on  the  basis 
of  cost  of  labor  expended  on  localized  work  done  in  the  current  month 
by  the  gangs  to  which  such  tools  and  supplies  are  furnished. 
Work    Equipment — Repairs. 

Running  Repairs  should  be  localized  as  much  as  possible.  Such 
expenditures  as  can  not  be  allotted  to  one  Accounting  Division,  includ- 
ing General  Repairs,  should  be  apportioned  on  the  basis  of  track  mile- 
age of  the  entire  line. 

Note. — The  cost  of  repairing  damages  caused  by  accidents  should 
be  localized  to  the  extent  of  the  estimated  damage  done,  to  be  de- 
termined by  the  officer  in  charge  of  equipmnt. 
Work   Equipmnt — Renewals. 

Charges  should  be  apportioned  on  the  basis  of  track  mileage  of  the 
entire  line. 

Note. — The  cost  incident  to  replacement  of  work  equipment  (less 
depreciation  written  off  and  salvage)  taken  out  of  service  on  account 
of  accidents,  should  be  localized  to  the  extent  of  the  estimated 
damage  done,  to  be  determined  by  the  officer  in  charge  of  equipment. 
Work   Equipment — Depreciation. 

Charges  should  be  apportioned  on  the  basis  of  the  track  mileage  of 
the  entire  line. 

Injuries   to    Persons. 

Charges  to  this  account  should  be  localized  as  far  as  possible;  and 
charges  that  can  not  be  localized  should  be  apportioned  on  the  basis 
of  track  mileage  of  the  territory  involved. 

Stationery  and   Printing. 

The  cost  of  stationery  and  printing  used  for  maintenance  of  way 
and  structures  purposes  should  be  apportioned  on  the  basis  of  track 
mileage  maintained. 


FINDINGS   APPLICABLE   TO   N.  P.  RY.  CO.  133 

Insurance. 

Premiums   for  insurance   on   maintenance   of   way  and   structures 
sliould  be  localized;    except  upon  work  equipment,  which  should  be 
apportioned  on  basis  of  track  mileage  maintained. 
Other  Expenses. 

Charges  should  be  localized  as  far  as  possible;  unlocalized  expenses 
should  be  apportioned  on  the  basis  of  track  mileage  affected. 

Maintenance  of   Equipment. 

Under  the  general  heading  "Maintenance  of  Equipment,"  all  charge* 
to  the  following  named  primary  accounts  can  be  localized  and  should 
be  apportioned  to  the  Accounting  Division  on  which  located: 

Maintaining  Joint  Equipment  at  Terminals — Dr. 

Maintaining  Joint  Equipment  at  Terminals — Cr. 

Charges  to  the  following  accounts  can  not  be  entirely  localized,  and 
should  be  apportioned  as  follows: 
Superintendence. 

Charges  should  be  localized  in  so  far  as  the  duties  of  those  officers 
are  local  to  an  accounting  division;  similar  expenses  of  officers  having 
jurisdiction  over  more  than  one  accounting  division  should  be  appor- 
tioned on  the  basis  of  total  revenue  service  engine  miles  over  which 
tney  have  jurisdiction. 
Steam    Locomotives — Repairs. 

The  cost  of  Running  Repairs  should  be  apportioned  on  the  basis 
of  the  mileage  of  the  individual  locomotives  in  the  current  month  and 
the  cost  of  General  Repairs  should  be  apportioned  on  the  basis  of 
the  mileage  of  the  individual  locomotives  since  the  last  General  Re- 
pairs. The  cost  of  repairing  damages  caused  by  accident  should  be 
localized  to  the  extent  of  the  damage  done,  to  be  determined  by  the 
officer  in  charge  of  equipment.  Charges  that  can  not  be  assigned 
t(^  individual  locomotives  should  be  apportioned  on  the  basis  of  the 
total  revenue  service  engine  miles  of  the  current  month. 
Steam  Locomotives — Renewals. 

Cost  of  Locomotive  (less  depreciation  written  off  and  salvage) 
taken  out  of  service  on  account  of  accidents,  should  be  localized  to  the 
extent  of  the  estimated  damage  done,  to  be  determined  by  the  officer 
in  charge  of  equipment.  Other  charges  should  be  apportioned  on  the 
basis  of  the  total  revenue  service  engine  miles  for  the  preceding 
fiscal  year. 
Steam    Locomotives — Depreciation. 

The  monthly  Depreciation  should  be  apportioned  on  the  basis  of  the 
total  revenue  service  engine  miles  for  the  current  month. 
Passenger  Train  Cars — Repairs. 
Freight  Train  Cars — Repairs. 

The  cost  of  repairing  passenger  and  freight  cars  should  be  appor- 
tioned on  the  basis  of  the  mileage  of  such  cars,  respectively,  of  the 


134  RAILROAD    COMMISSION    OF    WASHINGTON 

current  month,  except  in  cases  of  damage  by  accidents,  in  which 
event,  the  estimated  damage  done,  to  be  determined  by  the  officer  in 
charge  of  equipment,  should  be  localized  to  the  Accounting  Division 
on  which  the  damage  occurred. 

Passenger  Train  Cars — Renewals. 
Freight  Train  Cars — Renewals. 

The  cost  incident  to  replacement  of  freight,  passenger  and  dining 
cars  (less  depreciation  written  off  and  salvage)  retired  from  service 
on  account  of  accident  should  be  localized  to  the  extent  of  the  estimat- 
ed damage  done,  to  be  determined  by  the  officer  in  charge  of  equip- 
ment. Other  charges  on  this  account  should  be  apportioned  on  the 
basis  of  the  mileage  of  passenger,  freight  and  dining  cars,  respectively, 
foi  the  preceding  fiscal  year. 
Passenger  Train  Cars — Depreciation. 
Freight  Train  Cars — Depreciation. 

Charges  to  these  accounts  should  be  apportioned  on  the  basis  of  the 
mileage   of  passenger,   freight   and    dining-cars,   respectively,   for   the 
current  month. 
Shop    Machinery   and   Tools. 

If  a  shop  is  under  the  charge  of  a  territorial  superintendent,  the 
expenditures  should  be  apportioned  over  that  superintendent's  terri- 
tory on  basis  of  Revenue  Train  Mileage  for  the  current  month. 

When  the  operations  of  the  shop  are  applicable  to  the  entire  road, 
the  expenditures  should  be  apportioned  on  the  basis  of  Revenue  Train 
Mileage  of  the  whole  road. 
Injuries  to  Persons. 

Charges  to  this  account  should  be  localized  by  shops  as  far  as 
possible  and  should  be  apportioned  on  the  same  basis  as  charges  for 
machinery  and  tools  at  the  shop.  Charges  that  can  not  be  localized 
should  be  apportioned  on  basis  of  total  revenue  train  mileage  for  the 
current  month  of  the  territory  involved. 
Stationery  and   Printing. 

The  cost  should  be  apportioned  on  the  basis  of  the  total  revenue 
train  mileage  for  the  current  month. 
Insurance. 

Premiums  for  insurance  of  equipment  should  be  apportioned  to 
"Locomotives,  Passenger  Train  Cars,  Freight  Train  Cars"  and  "Float- 
ing Equipment,"  and  the  amount  allotted  to  each  class  of  rolling  stock 
should  be  apportioned  by  Accounting  Divisions  on  the  basis  of  the 
mileage  of  that  class  for  the  current  month.  In  the  case  of  Floating 
Equipment,  charges  should  be  apportioned  equally  to  the  accounting 
divisions  involved. 
Other    Expenses. 

Charges  should  be  localized  as  far  as  possible.  Unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  total  revenue  train 
mileage  of  the  current  month. 


FINDINGS   APPLICABLE    TO    N.  P.  RY.  CO.  135 

Equipment   Borrowed — Dr. 

Charges  on  account  of  freight  cars  should  be  apportioned  on  basis 
of  total  freight  car  mileage  for  the  current  month.  Charges  on  account 
of  passenger  cars  should  be  apportioned  on  the  basis  of  total  passenger 
car  mileage  for  current  month.  Charges  on  account  of  locomotives 
and  work  cars  should  be  apportioned  on  the  basis  of  total  revenue 
service  engine  mileage  for  the  current  month. 

Equipment   Loaned — Dr. 

Credits  on  account  of  freight  cars  should  be  apportioned  on  basis 
of  total  freight  car  mileage  for  the  current  month.  Credits  on  account 
of  passenger  cars  should  be  apportioned  on  the  basis  of  total  passenger 
car  mileage  for  the  current  month.  Credits  on  account  of  locomotives 
and  work  cars  should  be  apportioned  on  the  basis  of  total  revenue 
service  engine  mileage  for  the  current  month. 

Traffic  Expenses. 
The  primary  accounts  incident  to  traffic  expenses  chargeable  to 
freight  traffic  should  be  apportioned  on  basis  of  revenue  freight  train 
mileage,  those  chargeable  to  passenger  traffic  on  basis  of  revenue 
passenger  train  mileage,  and  those  not  naturally  chargeable  to  either 
passenger  or  freight,  or  which  may  be  common  to  both,  on  basis  of 
the  total  revenue  train  mileage,  for  the  current  month. 

Transportation    Expenses. 

Under  the  general  heading  "Transportation  Expenses"  all  charges 
to  the  following  named  primary  accounts  can  be  localized  and  should 
be  apportioned  to  the  accounting  divisions  on  which  they  occur,  viz.: 

Station  Employees. 

Yard  Masters  and  their  Clerks. 

Yard  Conductors  and  Brakemen. 

Yard   Switch    -ind    Signal   Tenders. 

Yard  Supplies  and  Expenses. 

Yard  Enginemen. 

Enginehouse  Expenses — Yard  (See  Enginehouse  Expenses — Road). 

Fuel  for  Yard  Locomotives. 

Water  for  Yard  Locomotives. 

Lubricants  for  Yard  Locomotives. 

Other  Supplies  for  Yard  Locomotives. 

Operating  Joint  Yards   and  Terminals — Dr. 

Operating  Joint  Yards  and  Terminals — Cr. 

Water  for  Road  Locomotives. 

Interlocking,  Block  and  Other  Signals — Operation. 

(Note. — Should  be  apportioned  according  to  location  of  tower.) 

Crossing  Flagmen  and  Gatemen. 

Draw  Bridge  Operation. 

(Note. — Should  be  apportioned  equally  to  Divisions.) 

Clearing  Wrecks. 


136  RAILROAD   COMMISSION  OF   WASHINGTON 

Operating  Joint  Tracks — Dr. 
Operating  Joint  Tracks — Cr. 

Charges  to  the  following  named  primary  accounts  can  not  be  en- 
tirely localized  and  should  be  apportioned  as  fololws: 

Superintendence. 

Charges  should  be  localized  in  so  far  as  the  duties  of  the  officers 
are  local  to  a  division;  similar  expenses  of  officers  having  jurisdiction 
over  more  than  one  division  should  be  apportioned  on  the  basis  of 
total  revenue  train  mileage  for  the  current  month. 

Dispatching  Trains. 

When  the  jurisdiction  of  any  train  dispatching  office  is  confined  to 
one  Accounting  Division,  the  expenses  of  that  office  should  be  so 
charged,  but  when  the  jurisdiction  extends  over  two  or  more  Account- 
ing Divisions,  the  apportionment  should  be  on  basis  of  total  revenue 
train  mileage  for  the  current  month. 

Weigiiing  and  Car  Service  Associations. 

The  expenses  of  Weighing  Associations  and  Inspection  Bureaus 
should  be  localized  so  far  as  possible  on  the  basis  of  the  location  of  the 
employees  of  such  Associations  and  Bureaus;  the  unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  localized  expenses. 
The  expenses  for  car  service  associations  should  be  apportioned  on 
the  basis  of  the  total  track  mileage  on  June  30  preceding,  within  the 
territory  over  which  such  Car  Service  Associations  has  jurisdiction. 

Station   Supplies  and    Expenses. 

Charges  should  be  localized  as  much  as  possible.  Cost  of  items 
that  can  not  be  allocated  to  accounting  divisions  (such  as  car  seals 
for  general  distribution  to  freight  stations)  should  be  apportioned  on 
the  basis  of  train  mileage  for  the  current  month. 

Road   Enginemen. 

The  wages  paid  road  enginemen  should  be  localized  as  to  engine 
runs.  When  one  run  covers  two  or  more  accounting  divisions  the 
expense  of  that  run  should  be  apportioned  to  divisions  on  the  basis  of 
the  actual  mileage  of  that  run  on  each. 

Enginehouse  Expenses — Road. 

The  expenses  chargeable  to  Road  Locomotives  should  be  localized 
as  to  engine  runs;  if  a  run  covers  two  or  more  accounting  divisions 
the  expense  should  be  apportioned  upon  the  actual  mileage  of  that 
run  embraced  in  each  accounting  division. 

Fuel  for  Road   Locomotives. 

Lubricants  for  Road  Locomotives. 

Other  Supplies  for  Road   Locomotives. 

The  cost  of  fuel,  lubricants  and  other  supplies  for  road  locomotives 
should  be  apportioned  on  the  basis  of  the  mileage  of  the  individual 
locomotives  in  the  current  month.     Charges  that  can  not  be  assigned 


FINDINGS    APPLICABLE    TO    N.  P.  RY.  CO.  137 

to  individual  locomotives,  such  as  sand,  will  be  apportioned  on  the 
basis  of  the  total  revenue  service  engine  miles  for  the  current  month. 

Road  Trainmen. 

The  wages  paid  road  trainmen  should  be  localized  as  to  train  runs; 
when  one  run  covers  two  or  more  accounting  divisions,  the  expense 
of  that  run  should  be  apportioned  on  the  basis  of  the  actual  mileage 
on  each  division  in  the  current  month. 

Train  Supplies  and  Expenses. 

The  cost  of  train  supplies  and  expenses  should  be  apportioned  on 
the  basis  of  revenue  passenger,  freight  and  mixed  train  mileage  (ac- 
cording to  the  class  of  service  involved)  of  the  current  month. 

Telegraph  and  Telephone — Operation. 

Charges  to  this  account  should  be  localized  as  far  as  possible. 
Charges  which  can  not  be'  localized  should  be  apportioned  on  basis 
of  total  revenue  train  mileage  of  current  month. 

Stationery  and  Printing. 

The  cost  should  be  apportioned  on  basis  of  total  revenue  train 
mileage  for  the  current  month. 

Insurance. 

Premiums  for  insurance  incidental  to  transportation  expenses 
should  be  localized  as  far  as  possible;  unlocalized  expenses  should 
be  apportioned  on  basis  of  total  revenue  train  mileage  for  the  current 
month. 

Other   Expenses. 

Charges  should  be  localized  as  far  as  possible;  expenses  which  can 
not  be  assigned  to  an  individual  accounting  division  should  be  appor- 
tioned on  basis  of  total  revenue  mileage  for  the  current  month. 

Loss  and  Damage — Freight  aiid  Baggage. 

Charges  to  Loss  and  Damage — Freight  and  Baggage,  should  be 
localized  as  far  as  known.  Unlocated  Loss  and  Damage  should  be 
apportioned  on  the  basis  of  road  mileage  over  which  the  particular 
shipment  was  consigned.  .Pay  and  expenses  of  adjusters  should  be 
apportioned  on  basis  of  the  total  revenue  freight  or  passenger  train 
mileage,  respectively,  for  the  current  month,  of  the  accounting  divis- 
ion involved. 

Damage  to   Property. 

Damage  to  Stock  on  Right  of  Way. 

Injuries  to   Persons. 

Charges  to  these  accounts  should  be  localized  as  far  as  possible; 
unlocalized  items  should  be  apportioned  on  the  basis  of  the  total 
revenue  train  mileage  for  the  current  month  of  the  accounting  divis- 
ions involved. 


138  RAILROAD   COMMISSION  OF  WASHINGTON 

General   Expenses. 

Under  the  general  heading  "General  Expenses"  all  charges  to  the 
following  named  primary  accounts  can  be  localized  and  should  be 
apportioned  to  the  accounting  divisions  in  which  they  occur,  viz.: 

General  Administration  Joint  Tracks,  Yards  and  Terminals — Dr. 

General  Administration  Joint  Tracks,  Yards  and  Terminals — Cr. 

Charges  to  the  following  named  primary  accounts  can  not  be  en- 
tirely localized  and  should  be  apportioned  to  accounting  divisions,  as 
follows: 

Salaries  and    Expenses  of  General   Officers. 

Salaries  and   Expenses  of  Clerks  and  Attendants. 

General   Office  Supplies  and   Expenses. 

Insurance. 

Stationery   and    Printing. 

Charges  to  these  accounts  should  be  apportioned  to  the  accounting 
divisions  on  the  basis  of  total  train  mileage  for  the  current  month. 

Law    Expenses. 

Law  expenses  should  be  localized  as  far  as  possible.  When  such 
expenses  relate  to  two  or  more  accounting  divisions  they  should  be 
apportioned  on  the  basis  of  total  revenue  train  mileage  for  the  current 
month. 

Relief   Department   Expenses. 

Relief  department  expenses  should  be  apportioned  throughout  each 
fiscal  year  on  basis  of  number  of  relief  department  members  located  in 
each  accounting  division  on  the  30th  day  of  June  preceding. 

Other   Expenses. 

Charges  should  be  localized  as  far  as  possible.  Unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  total  revenue  train 
mileage  for  the  current  month. 


FINDINGS  OF  FACT  APPLICABLE  TO  THE  GREAT  NORTHERN 
RAILWAY  COMPANY. 


Finding    No.   1. 

The  Great  Northern  Railway  Company  is  a  corporation  organized 
and  existing  under  and  by  virtue  of  the  laws  of  the  state  of  Minnesota 
and  has  complied  with  the  laws  of  the  state  of  Washington  regulat- 
ing foreign  corporations  and  is  authorized  to  conduct  and  carry  on 
business  in  the  state  of  Washington. 

That  said  railway  company  operates  and  conducts  lines  of  railroad 
extending  from  Lake  Superior,  through  the  states  of  Wisconsin,  Min- 
nesota, North  Dakota,  Montana,  Idaho  and  Washington,  having  its 
western  termini  on  Puget  Sound  in  the  state  of  Washington.  That  the 
said  railway  company  at  the  time  of  commencement  of  this  action 
was  an  operating  company  operating  its  lines  under  lease  and  con- 
tract from  other  corporations  that  owned  said  railroad  lines. 

That  the  Great  Northern  Railway  Company  owned  and  controlled 
the  capital  stock  of  such  other  corporations. 

That  the  lines  operated  by  the  Great  Northern  Railway  Company  in 
the  state  of  Washington  consist  of  a  line  extending  from  the  Idaho- 
Washington  boundary  to  Everett,  which  line  was  owned  by  the  St.  Paul 
Minneapolis  &  Manitoba  Railway  Company  and  is  353.94  miles  in 
length. 

A  line  extending  from  Seattle  to  the  International  boundary  line 
between  Washington  and  British  Columbia  at  Blaine,  including  a 
portion  of  what  was  originally  the  Fairhaven  &  Southern  Railroad 
Company  extending  from  Bellville  to  Yukon,  being  133.86  miles  in 
length,  which  was  owned  by  the  Seattle  &  Montana  Railway  Company. 

A  line  extending  from  Anacortes  to  Rockport,  being  58.03  miles, 
constructed  by  the  Seattle  &  Northern  Railway  Company,  which  was 
owned  by  the  Seattle  &  Montana  Railway  Company. 

A  line  extending  from  Spokane  to  Hillyard  and  from  Colbert  to  the 
International  boundary  line  at  Boundary,  a  distance  of  130.51  miles, 
which  was  owned  by  the  Spokane  Falls  &  Northern  Railway  Company. 

A  line  extending  from  Northport  to  Velvet,  a  distance  of  7.51 
miles,  which  was  owned  by  the  Columbia  &  Red  Mountain  Railway 
way  Company. 


140  RAILROAD   COMMISSION  OF  WASHINGTON 

A  line  extending  from  Marcus  to  the  International  boundary  at 
Laurier,  and  from  Republic  to  the  International  boundary  line  near 
Danville,  and  from  Curlew  to  Midway,  a  distance  of  83.9  miles, 
which  was  owned  by  the  Washington  &  Great  Northern  Railway 
Company. 

That  on  or  about  the  1st  day  of  November,  1907,  the  said  Great 
Northern  Railway  Company  purchased  the  lines  of  the  St.  Paul, 
Minneapolis  &  Manitoba  Railway,  the  Seattle  and  Montana  Railway, 
the  Spokane  Falls  and  Northern  Railway,  the  Columbia  and  Red 
Mountain  Railway  and  the  Washington  and  Great  Northern  Railway 
in  the  state  of  Washington,  and  other  lines  outside  of  the  state 
theretofore  operated  by  it  under  lease,  and  at  the  present  time  owns, 
as  well  as  operates,   said  roads. 

No.  2. 

That  that  portion  of  the  line  of  the  Great  Northern  Railway  Com- 
pany extending  from  the  Washington-Idaho  boundary  to  Everett  was 
constructed  by  the  St.  Paul,  Minneapolis  &  Manitoba  Railroad  Com- 
pany about  the  years  1892  and  1893,  preliminary  surveys  and  work 
having  been  done  prior  to  that  time;  and  the  said  line  was  turned 
over  to  the  Great  Northern  Railway  Company  for  operation  about 
the  year  1894,  and  has  since  been  operated  by  the  Great  Northern 
Railway  Company. 

That  that  portion  of  the  line  operated  by  the  Great  Northern  Rail- 
way Company  extending  from  Seattle  to  the  boundary  line  at  Blaine, 
including  what  is  now  the  branch  line  from  Bellville  to  Yukon,  and 
including' the  following  abandoned  lines,  that  is  to  say,  from  Yukon 
to  Fairhaven,  from  Belfast  to  Sedro  Wooley  and  from  Sedro  Wooley 
to  Cokedale  was  constructed  by  the  Seattle  &  Montana  Railway 
Company  and  the  Fairhaven  Southern  Railroad  Company  about  the 
years  1891  and  1892,  excepting  that  portion  thereof  from  Belleville  to 
Fairhaven,  which  was  constructed  subsequent  thereto,  and  the  said 
line  from  the  Idaho-Washington  boundary  to  Everett  and  the  said 
line  from  Seattle  to  Blaine,  including  such  abandoned  lines,  cost,  in- 
cluding betterments  and  improvements,  but  exclusive  of  equipment, 
down  to  and  including  the  30th  day  of  June,  1906,  the  sum  of  $32,122,- 
346.13,  of  which  sum,  the  sum  of  $732,580.91  was  expended  in  the  con- 
struction of  the  lines  from  Yukon  to  Fairhaven,  from  Belfast  to  Sedro 
Wooley  and  from  Sedro  Wooley  to  Cokesdale,  since  abandoned  as 
hereinbefore  stated. 

No.  3. 

That  in  order  to  reproduce  the  said  line  from  the  Washington- 
Idaho  state  line  to  Everett  in  its  present  condition,  including  the 
original  grading,  line  changes,  bank  widening,  sidings  and  bridge 
filling,  whether  the  same  was  performed  by  contract  or  company 
forces  and  whether  the  same  was  charged  to  construction  or  opera- 
tion, and  considering  the  said  line  in  its  present  seasoned  condition. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  141 

it  would  be  necessary  to  move  9,445,938  cubic  yards  of  earth  a  distance 
of  not  to  exceed  300  feet;  3,006,746  cubic  yards  of  hard  pan  and 
cemented  gravel  a  distance  of  not  to  exceed  300  feet;  1,013,747  cubic 
yards  of  loose  rock  a  distance  of  not  to  exceed  300  feet;  2,464,657  cubic 
yards  of  solid  rock  a  distance  of  not  to  exceed  300  feet;  and  of  the 
above  mentioned  quantities  it  would  be  necessary  to  move  15,380,1  •'^9 
cubic  yards  a  distance  of  100  feet  in  excess  of  said  300  foot  free  haul 
allowance. 

That  it  would  be  necessary  to  clear  2,241  acres;  which  clearing 
for  the  purpose  of  ascertaining  the  cost  of  reproducing  the  same  is 
estimated  to  cost  the  sum  of  $100.00  per  acre. 

That  it  would  be  necessary  to  grub  63,405  square  rods,  which  grub- 
bing for  the  purpose  of  ascertaining  the  cost  of  reproducing  the 
same  is  estimated  to  cost  the  sum  of  $1.65  per  square  rod. 

That  it  would  be  necessary  to  cut  3,867  trees  which  were  growing 
along  the  said  line,  dangerous  to  the  operation  of  trains,  which  tree 
felling,  for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is 
estimated  to  cost  $2.00  per  tree. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition  it 
would  be  necessary  to  drive  461  lineal  feet  of  unlined  tunnels,  4,961 
lineal  feet  of  timber  lined  tunnels,  and  13,813  lineal  feet  of  concrete 
lined  tunnels,  said  tunnels  including  the  Cascade  tunnel,  (which  cost 
as  shown  by  the  accounting  records  of  the  Great  Northern  Railway 
Company,  the  sum  of  $2,524,212.34),  "and  the  Everett  tunnel  (which 
cost,  as  shown  by  the  Great  Northern  records,  the  sum  of  $132,106.43.) 

That  in  order  to  reproduce  the  bridges,  trestles  and  culverts  along 
said  line,  it  would  be  necessary  to  construct  24,177  lineal  feet  of  pile 
and  frame  trestles  an  average  heighth  of  18  feet;  468  lineal  feet  of 
Howe  Truss  bridges  being  under  60  feet  in  length,  88  lineal  feet  of 
Howe  Truss  bridges  and  combination  bridges,  the  same  consisting 
of  one  bridge  88  feet  in  length,  and  955  lineal  feet  all  being  between 
100  and  150  feet  in  length;  that  the  steel  bridges  consist  of  bridge  No. 
269,  crossing  the  Spokane  River,  being  576  feet  in  length,  consisting  of 
five  48-foot  girders,  two  165  foot  through  truss  spans,  the  same  re- 
quiring in  its  construction  918,234  pounds  of  steel  and  1,183  cubic  yards 
of  concrete  masonary;  bridge  No.  270,  being  the  second  crossing  of 
the  Spokane  River,  a  double  track  through  truss  bridge  230  feet  in 
length,  requiring  in  its  construction  1,169,670  pounds  of  steel  and  787 
cubic  yards  of  concrete  masonry;  bridge  No.  271,  being  the  third 
crossing  of  the  Spokane  River,  being  a  190  foot  through  truss  span 
requiring  in  its  construction  680,021  pounds  of  steel  and  1,158  cubic 
yards  of  concrete  masonry;  bridge  No.  272,  being  the  fourth  crossing 
of  the  Spokane  River,  the  same  being  a  48  foot  girder,  requiring  in 
its  construction  78,000  pounds  of  steel  and  185  cubic  yards  of  con- 
crete masonry;  bridge  No.  273,  being  the  fifth  crossing  of  the  Spokane 
River,  the  same  being  1,293  feet  long  and  requiring  in  its  construction 
2,832,867  pounds  of  steel  and  2,454  cubic  yards  of  concrete  masonry; 


^42     •  RAILROAD   COMMISSION  OF  WASHINGTON 

bridge  No.  274,  being  the  sixth  crossing  of  the  Spokane  River,  being 
1,474  feet  in  length  and  consisting  of  12  through  truss  spans,  requiring 
in  its  construction  3,324,642  pounds  of  steel  and  2,938  cubic  yards  of 
concrete  masonry;  bridge  No.  288  zt  the  crossing  of  Crab  Creek,  the 
same  being  208  feet  in  length,  consisting  of  one  48  foot,  one  96  foot 
;and  one  64  foot  plate  girder,  the  same  requiring  in  its  construction 
231,498  pounds  of  steel  and  400  cubic  yards  of  concrete  masonry;  bridge 
No.  356  at  the  crossing  of  Moses  Coulee,  being  216  feet  in  length  and 
consisting  of  one  48  foot,  one  24  foot,  one  60  foot  and  one  84  foot 
plate  girder,  requiring  in  its  construction  237,318  pounds  of  steel  and 
407  cubic  yards  of  concrete  masonry;  bridge  No.  359  at  the  crossing 
of  the  Columbia  River,  the  same  being  874  feet  in  length,  consisting 
of  one  250  foot  through  truss  span,  one  418  foot  through  truss  span, 
and  one  210  foot  through  truss  span,  requiring  in  its  construction 
2,745,318  pounds  of  steel,  including  the  viaduct  approach,  the  same 
requiring  two  abuttments  and  two  piers  of  concrete  masonry;  bridge 
No.  370  at  the  crossing  of  the  Wenatchee  River,  being  264  feet  in 
length,  consisting  of  two  130  foot  through  truss  spans,  requiring  in 
its  construction  483,892  pounds  of  steel  and  1,295  cubic  yards  of  con- 
crete masonry;  bridge  No.  371  at  the  second  crossing  of  the  We- 
natchee River,  being  431  feet  in  length,  consisting  of  two  150  foot 
through  truss  spans  and  two  64  foot  plate  girders,  requiring  in  its 
construction  714,413  pounds  of  steel  and  1,016  cubic  yards  of  concrete 
masonry;  bridge  No.  372  at  the  third  crossing  of  the  Wenatchee 
River^  being  307  feet  in  length,  consisting  of  two  150  foot  through 
truss  spans,  requiring  in  its  construction  608,574  pounds  of  steel  and 
2,600  cubic  yards  of  concrete  masonry;  bridge  No.  382  at  mile  post 
1695,  the  same  being  120  feet  in  length,  consisting  of  one  120  foot 
through  truss  span  requiring  209,894  pounds  of  steel  and  399  cubic 
yards  of  concrete  masonry;  bridge  No.  385,  at  the  crossing  of  Nason 
Creek,  the  same  being  240  feet  in  length,  consisting  of  two  32  foot, 
two  48  foot,  and  one  80  foot  plate  girder,  requiring  in  its  construction 
1,144,668  pounds  of  steel  and  530  cubic  yards  of  concrete  masonry; 
bridge  No.  395,  being  just  east  of  the  Cascade  tunnel,  being  a  24  foot 
plate  girder,  requiring  24,244  pounds  of  steel  and  100  cubic  yards  of 
concrete  masonry;  bridge  No.  395-3,  just  west  of  the  Cascade  tunnel 
at  mile  post  1711,  the  same  being  a  48  foot  plate  girder,  requiring  in 
its  construction  78,000  pounds  of  steel  and  185  cubic  yards  of  concrete 
masonry;  bridge  No.  398  at  mile  post  1714,  the  same  being  146  feet 
in  length,  consisting  of  one  80  foot,  and  two  32  foot  plate  girders,  the 
same  requiring  in  its  construction  125,051  pounds  of  steel  and  474  cubic 
yards  of  concrete  masonry;  bridge  No.  400,  crossing  Martin  Creek, 
the  same  being  256  feet  in  length,  consisting  of  one  80  foot,  one  64 
foot,  one  48  foot,  and  two  32  foot  plate  girders,  requiring  in  its  con- 
struction 299,898  pounds  of  steel  and  649  cubic  j^ards  of  concrete 
masonry;  bridge  No.  401,  being  at  the  second  crossing  of  Martin 
Creek,  being  768  feet  in  length,  consisting  of  five  48  foot,  two  64  foot. 


FINDINGS   APPLICABLE    TO   G.  N.  RY.  CO.  14,3 

three  80  foot,  and  five  32  foot  plate  girders,  requiring  in  its  construc- 
tion 1,393,755  pounds  of  steel  and  1,547  cubic  yards  of  concrete 
masonry;  bridge  No.  402,  being  at  mile  post  1719,  the  same  being  352 
feet  in  length,  consisting  of  four  64  foot,  three  32  foot  plate  girders, 
requiring  in  its  construction  400,134  pounds  of  steel  and  676  cubic 
yards  of  concrete  masonry;  bridge  No.  403  at  the  crossing  of  the 
Tyee  River,  the  same  being  121  feet  in  length,  consisting  of  one  120 
foot  through  truss  span,  requiring  in  its  construction  217,131  pounds 
of  steel  and  844  cubic  yards  of  concrete  masonry;  bridge  No.  404  at 
the  crossing  of  Deception  Creek,  being  208  feet  in  length,  consisting 
of  one  80  foot,  one  48  foot,  one  32  foot  and  two  24  foot  plate  girders, 
requiring  in  its  construction  240,986  pounds  of  steel  and  630  cubic 
yards  of  concrete  masonry;  bridge  No.  406,  located  at  Nippon,  the 
same  being  208  feet  in  length,  consisting  of  one  80  foot,  two  48  foot 
and  one  32  foot  plate  girder,  requiring  in  its  construction  211,876 
pounds  of  steel  and  444  cubic  yards  of  concrete  masonry;   bridge  No. 

407  located  at  Nippon,  being  256  feet  in  length,  consisting  of  three 
48  foot,  three  32  foot  plate  girders,  requiring  in  its  construction  269,080 
pounds  of  steel  and  820  cubic  yards  of  concrete  masonry;   bridge  No. 

408  at  mile  post  1723,  the  same  being  320  feet  in  length,  consisting 
of  two  64  foot,  two  47  foot  and  three  32  foot  plate  girders,  requiring 
in  its  construction  481,368  pounds  of  steel  and  1,036  cubic  yards  of 
concrete  masonry;  bridge  No.  412  located  at  mile  post  1724,  the  same 
being  245  feet  in  length,  consisting  of  seven  32  foot  and  one  20  foot 
plate  girders,  requiring  in  its  construction  192,211  pounds  of  steel 
and  508  cubic  yards  of  concrete  masonry;  bridge  No.  418  at  the  crossing 
of  the  Foss  River,  the  same  being  624  feet  in  length,  consisting  of  two 
64  foot,  one  96  foot,  four  48  foot,  two  40  foot,  and  four  32  foot  plate 
girders,  requiring  in  its  construction  930,838  pounds  of  steel  and  884 
cubic  yards  of  concrete  masonry;  bridge  No.  424  at  the  crossing  of 
the  South  Fork  of  the  Skykomish  River,  the  same  being  250  feet  in 
length,  consisting  of  one  250  foot  through  truss  span,  requiring  in  its 
construction  653,141  pounds  of  steel  and  853  cubic  yards  of  concrete 
masonry;  bridge  No.  436  at  the  crossing  of  the  North  Fork  of  the 
Skykomish  River,  being  294  feet  in  length,  consisting  of  one  40  foot 
plate  girder,  one  250  foot  through  truss  span,  requiring  in  its  construc- 
tion 884,704  pounds  of  steel  and  904  cubic  yards  of  concrete  masonry; 
bridge  No.  446  at  the  crossing  of  the  Sultan  River,  being  252  feet  in 
length,  consisting  of  one  250  foot  through  truss  span,  requiring  in 
its  construction  732,626  pounds  of  steel  and  1,838  cubic  yards  of  con- 
crete masonry;  bridge  No.  455  at  the  crossing  of  the  Snohomish  River, 
being  640  feet  in  length,  consisting  of  one  150  foot  through  truss  span, 
one  250  foot  through  truss  span,  and  two  120  through  truss  spans, 
requiring  in  its  construction  709,212  pounds  of  steel  and  1066  cubic 
yards  of  concrete  masonry;  159,647  lineal  feet  of  logs  in  culverts; 
963,144  lineal  feet  B.  M.  timber  in  culverts;  50,400  feet  B.  M.  timber 
:in  box  drains;   5,560  cubic  yards  of  concrete  in  culverts;   4,009  cubic 


144  RAILROAD   COMMISSION  OF  WASHINGTON 

yards  of  stone  in  culverts;  452  feet  of  12-inch  vitrified  pipe;  496  feet 
of  18-inch  vitrified  pipe;  3050  feet  of  24-inch  vitrified  pipe;  3473 
feet  of  27-inch  vitrified  pipe;  392  feet  of  30-inch  vitrified  pipe;  40  feet 
of  8-inch  cast  iron  pipe;  278  feet  of  12-inch  cast  iron  pipe;  526  feet 
of  18-inch  cast  iron  pipe;  2639  feet  of  24-inch  cast  iron  pipe;  1132  feet 
of  30-inch  cast  iron  pipe;  210  feet  of  36-inch  cast  iron  pipe,  and  steel 
highway  bridges  consisting  as  follows,  one  72  foot  bridge  at  Lombard 
Avenue,  Everett,  which  for  the  purpose  of  ascertaining  the  cost  of 
reproduction  is  estimated  to  cost  $80.00  per  foot;  one  160  foot  bridge 
at  Hewitt  Avenue  in  Everett,  which,  for  the  purpose  of  ascertaining 
the  cost  of  reproduction,  is  estimated  to  cost  $80.00  per  lineal  foot;  one  90 
foot  bridge  at  Oaks  Avenue,  Everett,  which,  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction,  is  estimated  to  cost  $80.00  per  lineal 
foot;  one  128  foot  bridge  at  Broadway,  Everett,  which,  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$80.00  per  lineal  foot;  one  680  foot  bridge  at  Division  street,  Spokane, 
which,  for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is 
estimated  to  cost  $80.00  per  lineal  foot;  one  450  foot  bridge  at  Wash- 
ington street,  Spokane,  which,  for  the  purpose  of  ascertaining  the 
cost  of  reproduction,  is  estimated  to  cost  $80.00  per  lineal  foot;  one 
163  foot  bridge  at  Third  street  crossing,  Spokane,  which,  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$80.00  per  lineal  foot. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition, 
including  side  tracks,  it  would  be  necessary  to  lay  1,258,319  ties. 

That  in,  order  to  reproduce  the  said  line  in  its  present  condition, 
including  side  tracks,  it  would  be  necessary  to  lay  49,206.95  tons  of 
steel  rails,  necessitating  the  use  of  3,936  tons  of  angle  bars,  428.3  tons 
of  bolts,  1,599.5  tons  of  spikes,  862,992  tie  plates  and  178,095  rail  braces, 
543  switches  complete  and  10  crossing  frogs  complete. 

That  in  order  to  reproduce  the  said  line  it  would  be  necessary  to 
ballast  with  gravel  353.94  miles  of  main  track,  which,  for  the  purpose 
of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost  $1,100.00 
per  mile,  and  90.76  miles  of  sidings,  which,  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction,  is  estimated  to  cost  $600.00  per  mile. 

That  it  would  be  necessary  to  lay  444.7  miles  of  track,  which,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated 
to  cost  $700.00  per  mile. 

That  to  reproduce  the  crossings,  cattle  guards  and  signs  along 
the  said  line  new,  it  would  cost  the  sum  of  $8,304.00. 

That  in  order  to  reproduce  the  interest  of  the  Great  Northern 
Railway  Company  in  the  telegraph  lines  along  the  said  line  new,  it 
would  cost  the  sum  of  $27,642.00. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition 
it  would  be  necessary  to  construct  the  following  described  transpor- 
tation department  buildings;  39,486  square  feet  floor  area  of  Great 
Northern  standard  frame  station  buildings;  13,860  square  feet  floor 
area  of  brick  station  buildings,    the    same    being    located    at    Spok- 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  145 

ane;  7,440  square  feet  of  frame  freight  sheds  and  warehouses; 
39,350  square  feet  of  brick  freight  sheds  and  warehouses;  259,770 
square  feet  of  Great  Northern  standard  stock  yards,  four  sets  of  50-ton 
track  scales;  5,077  square  feet  of  wood  i^latforms;  19,139  square  feet  of 
cinder  platforms;  600  square  feet  of  brick  platforms,  1,197  square  feet, 
floor  area  of  water  closets.  That  the  furniture  and  fixtures  used  by 
the  said  line  at  its  depots  and  stations  along  said  line,  would  cost 
to  reproduce  new  the  sum  of  $5,300.00. 

That  in  order  to  reproduce  the  said  line  it  would  be  necessary  to 
construct  road  department  buildings  as  follows:  25,086  square  feet 
floor  area  of  Great  Northern  standard  White  section  houses;  11,680 
square  feet,  floor  area,  of  Great  Northern  standard  Chinese  section 
houses;   7,184  square  feet  of  tool  sheds. 

That  it  would  be  necessary  to  construct  round  houses  and  shops 
as  follows:  40  brick  engine  houses  comprising  40  stalls,  frame  engine 
house  comprising  5  stalls,  290  lineal  feet  of  cinder  pits,  three  60-foot 
steel  turn  tables,  two  66-foot  steel  turn  tables,  93,500  square  feet, 
floor  area,  of  brick  shops;  3,002  square  feet,  floor  area,  of  frame  shops; 
two  transfer  tables  . 

That  it  would  be  necessary  to  construct  31  complete  water  sta- 
tions, two  20-pocket  coal  chutes;  one  12-pocket  coal  chute,  one  5-pocket 
coal  chute  and  one  10-pocket  coal  chute. 

That  the  interlocking  and  signal  apparatus  upon  the  said  portion 
of  said  line  would  cost  to  reproduce  new  the  sum  of  $1,000.00. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition, 
it  would  be  necessary  to  construct  4,550  lineal  feet  of  snow  sheds. 
That  on  said  portion  of  said  line  from  the  Washington-Idaho  boundary 
to  Everett  there  are  51  sections,  and  in  order  to  reproduce  the  tools 
and  equipment  necessary  for  such  line,  it  would  cost  to  reproduce 
the  same  new  the  sum  of  $200.00  per  section. 

No.  4. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  bridges,  trestles  and  culverts,  ties,  rails,  track  fasten- 
ings, frogs  and  switches,  ballast,  track  laying  and  surfacing,  fencing, 
crossings,  cattle  guards  and  signs,  interlocking  and  signal  apparatus, 
telegraph  lines,  transportation  department  buildings,  shops,  round 
houses,  turn  tables,  road  department  buildings,  shop  machinery  and 
tools,  water  stations,  fuel  stations,  storage  warehouses  and  miscel- 
laneous structures. 

That  a  reasonable  and. fair  allowance  for  legal  and  general  expenses 
would  be  one  per  cent,  on  the  items  mentioned  in  connection  with 
the  engineering  expenses,  together  with  one  per  cent,  on  the  amount 
paid  out  for  taxes  during  construction. 

And  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  5  per  cent,  of  the  items  last  hereinbefore  mentioned  plus 
10— A 


146       .        RAILROAD   COMMISSION  OF   WASHINGTON 

the  amount  necessary  for   section   equiiiment  and  legal  and  general 
expenses,  costs  of  engineering,  and  value  of  right-of-way  and  terminals. 

No.  5. 

That  in  order  to  reproduce  that  portion  of  the  line  operated  by  the 
Great  Northern  Railway  Company,  extending  from  Seattle  to  Blaine, 
including  that  portion  of  the  branch  line  from  Belfast  to  Yukon,  in 
its  condition  on  the  30th  day  of  June,  1906,  including  bank  widening, 
line  changes,  sidings,  bridge  filling,  and  all  work  performed  by  com- 
pany forces  whether  the  same  was  charged  to  operating  expenses  or 
to  construction  account,  and  considering  the  said  line  in  its  present 
seasoned  condition,  that  it  would  be  necessary  to  move  4,601,026 
cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet;  933,991 
cubic  yards  of  hard  pan  and  cemented  gravel  a  distance  of  not  to 
exceed  300  feet;  160,007  cubic  yards  of  loose  rock  a  distance  of  not  to 
exceed  300  feet;  558,806  cubic  yards  of  solid  rock  a  distance  of  not 
to  exceed  300  feet,  and  of  the  above  quantities  it  would  be  necessary 
to  move  an  equivalent  of  6,804,779  cubic  yards  of  material  a  distance 
of  100  feet  in  excess  of  said  300-foot  free  haul  allowance. 

That  it  would  be  necessary  to  clear  1,356  acres,  which,  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
cost  $100.00  per  acre. 

That  it  would  be  necessary  to  grub  33,735  square  rods,  which,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
cost  $1.65  per  rod. 

That  it  would  be  necessary  to  cut  2,729  dangerous  trees,  which, 
for  the  purpose  of  ascertaining  the  cost  of  reproduction,  such  tree 
cutting  is  estimated  to  cost  $2.00  per  tree. 

That  it  would  be  necessary  to  drive  2,181  lineal  feet  of  timber- 
lined  tunnels  and  5,141  lineal  feet  of  concrete-lined  tuni^els,  said 
last  mentioned  tunnel  being  in  the  city  of  Seattle  and  being  owned 
jointly  by  the  Northern  Pacific  Railway  Company  and  the  Great 
Northern  Railway  Company. 

That  it  would  be  necessary  to  construct  62,939  lineal  feet  of  pile 
and  frame  trestles  of  an  average  heighth  of  eighteen  feet;  134  lineal 
feet  of  Howe  Truss  bridges  and  Combination  bridges,  of  a  length 
less  than  60  feet;  574  lineal  feet  of  Howe  Truss  and  Combination 
bridges  of  a  length  between  60  feet  and  100  feet;  1004  lineal  feet  of 
Howe  Truss  and  Combination  bridges  of  a  length  between  100  feet 
and  150  feet;  and  962  lineal  feet  of  Howe  Truss  and  Combination 
bridges  of  a  length  greater  than  150  feet;  bridge  No.  64  at  Ferndale, 
the  same  being  237  feet  In  length  and  consisting  of  one  steel  draw 
span  requiring  in  the  construction  thereof  400,000  pounds  of  steel 
and  415  cubic  yards  of  concrete  masonry;  wooden  highway  bridges 
having  a  total  length  of  1,384  lineal  feet,  which,  for  purposes  of  ascer- 
taining the  cost  of  reproduction  said  highway  bridges  are  estimated 
to  cost  $20.00  per  lineal  foot.  63,614  lineal  feet  of  logs  in  culverts; 
955,008  lineal  feet  B.  M.  timber  in  culverts;    5,614  lineal  feet  B.  M. 


FINDINGS    APPLICABLE    TO   G.  N.  RY.  CO.  147 

timber  in  wooden  boxes;  180  cubic  yards  of  concrete  in  culverts;  65 
cubic  yards  of  stone  in  culverts;  98  feet  of  18-inch  vitrified  pipe;  120 
feet  of  24-inch  vitrified  pipe;  295  feet  of  30-inch  vitrified  pipe;  66 
feet  of  12-inch  cast  iron  pipe;  24  feet  of  18-inch  cast  iron  pipe  and  120 
feet  of  24-inch  cast  iron  pipe. 

That  it  would  be  necessary  to  lay  541,524  ties,  and  19,571.21  tons 
of  steel  rails,  necessitating  track  fastenings  as  follows:  1,574.2  tons 
of  angle  bars,  163.7  tons  of  bolts;  623.2  tons  of  spikes;  325.728  tie 
plates;  and  66,938  rail  braces,  349  switches  complete  and  5  crossing 
frogs  complete. 

That  it  would  be  necessary  to  ballast  with  gravel  133.86  miles  of 
Tnr.in  track,  which,  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction, is  estimated  to  cost  $1,100.00  per  mile,  and  58.19  miles  of 
side  track,  which,  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion, is  estimated  to  cost  $600.00  per  mile. 

That  it  would  be  necessary  to  lay  192.05  miles  of  track,  which,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
-cost  $700.00  per  mile  . 

That  the  cattle  guards,  crossings  and  signs  would  cost  to  reproduce 
new,  the  sum  of  $3,350.00. 

That  to  reproduce  the  interest  of  the  Great  Northern  Railway 
Company  in  the  telegraph  lines  along  the  said  last  mentioned  line, 
would  cost  new,  the  sum  of  $9,380.00. 

That  the  transportation  department  buildings  consist  of  20,650 
square  feet,  floor  area;  of  Great  Northern  standard  frame  station 
buildings;  3,840  square  feet  floor  area  of  Great  Northern  standard 
stone  and  brick  combination  stations,  the  same  being  at  Bellingham; 
125,628  square  feet,  floor  area,  frame  sheds  and  warehouses,  the  same 
including  125,000  square  feet  floor  area  situate  at  Smith's  cove  on 
the  dock  hereinafter  referred  to;  93,685  square  feet  floor  area  of 
t)rick  freight  sheds  and  warehouses;  2,304  square  feet  of  Great  North- 
ern standard  stock  yards;  three  sets  of  50-ton  track  scales;  23,112 
square  feet  of  wooden  platforms;  3,000  square  feet  fo  cinder  platforms; 
1,784  square  feet,  floor  area,  of  water  closets;  (this  does  not  include 
the  station  owned  jointly  by  the  Northern  Pacific  Railway  Company 
and  the  Great  Northern  Railway  Company,  at  Seattle,  the  same  being 
hereinafter  referred  to.) 

That  the  station  furniture  and  fixtures,  exclusive  of  the  Seattle 
station,  in  the  stations  along  the  last  mentioned  line,  would  cost,  to 
reproduce  new,  the  sum  of  $1,910.00. 

That  the  road  department  buildings  along  the  said  last  mentioned 
line  consist  of  11,416  square  feet,  floor  area,  of  Great  Northern  stand- 
ard White  section  houses;  8,572  square  feet,  floor  area,  of  Great  North- 
ern standard  Chinese  section  houses;   2,936  square  feet  of  tool  sheds. 

That  the  round  houses  and  shops  along  the  last  mentioned  line 
consist  of  brick  engine  houses  comprising  a  total  of  15  stalls;  frame 
•engine  houses  comprising  a  total  of  10  stalls;   two  60-foot  steel  turn 


148  RAILROAD   COMMISSION  OF  WASHINGTON 

tables;  23,815  square  feet,  floor  area,  of  brick  shops;  5,121  square 
feet,  floor  area,  of  frame  shops;  24,000  square  feet  of  repair  sheds. 

That  there  are  on  the  said  last  mentioned  line  seven  water  stations 
complete,  and  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
new,  they  are  estimated  to  cost  $2,700.00  each. 

That  the  interlocking  and  signal  apparatus  along  the  said  line  is 
estimated  to  cost  the  sum  of  $34,100.00. 

That  there  are,  along  said  line,  19  sections,  the  tools  and  equip- 
ment for  such  sections  being  estimated  to  cost  $200.00  each. 

That  along  the  said  last  mentioned  line  there  is  a  grain  elevator 
at  Seattle,  which,  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion, is  estimated  to  cost  $100,000.00. 

That  along  the  said  line  is  a  large  and  commodious  dock  at 
Smith's  cove,  which,  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction, is  estimated  to  cost  $626,368.60  new.  That  said  dock  is  used 
for  the  purpose  of  transhipment  from  the  rail  lines  to  the  steamboat 
lines  and  from  the  steamship  lines  to  the  rail  lines  for  foreign  ship- 
ment, and  is  operated  by  the  said  Great  Northern  Railway  Company. 

No.  6. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  bridges,  trestles  and  culverts,  ties,  rails,  track  fasten- 
ings, frogs  and  switches,  ballast,  track  laying  and  surfacing,  fencing, 
crossings,  cattle  guards,  and  signs,  interlocking  and  signal  apparatus, 
telegraph  lines,  transportation  department  buildings,  shops,  round 
houses,  turn  tables,  road  department  buildings,  shop  machinery 
and  tools,  water  stations,,  fuel  stations,  storage  warehouses  and  mis- 
cellaneous structures. 

That  a  reasonable  and  fair  allowance  for  legal  and  general  ex- 
penses would  be  one  per  cent,  of  the  items  mentioned  in  connection 
with  the  engineering  expenses,  together  with  one  per  cent,  on  the 
amount  paid  out  for  taxes  during  construction. 

And  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  five  per  cent,  of  the  items  last  hereinbefore  mentioned, 
plus  the  amount  necessary  for  section  equipment,  legal  and  general 
expenses,  costs  of  engineering  and  value  of  right-of-way  and  terminals. 

No.  7. 

That  that  portion  of  the  line  now  operated  by  the  Great  Northern 
Railway  Company  extending  from  Anacortes  to  Rockport,  was  built 
by  the  Seattle  &  Northern  Railway  Company  about  the  year  1892, 
and  the  said  Seattle  &  Northern  Railway  Company  sold  and  trans- 
ferred during  the  year  1892  to  the  Seattle  &  Montana  Railway  Com- 
pany for  the  sum  of  $1,482,594.56,  and  the  said  line  has  cost  the  Seattle 
and  Montana  Railway  Company  and  the  Great  Northern  Railway 
Company,    including   said   purchase   price   and   betterments   and   im- 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  149 

provements,  down  to  the  30th  day  of  June,  1906,  the  sum  of  $1,546,- 
577.79. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition, 
including  the  original  grading,  bank  widening,  grading  for  sidings, 
bridge  filling,  whether  the  same  was  or  should  be  charged  to  con- 
struction and  operating  expenses,  and  considering  the  same  in  its 
present  seasoned  condition,  it  would  be  necessary  to  move  851,831 
cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet;  290,316 
cubic  yards  of  cemented  gravel  and  hard  pan  a  distance  of  not  to 
exceed  300  feet;  10,756  cubic  yards  of  loose  rock  a  distance  of  not 
to  exceed  300  feet;  47,524  cubic  yards  of  solid  rock  a  distance  of  not 
to  exceed  300  feet;  and  of  the  above  quantities  it  would  be  necessary 
to  move  an  equivalent  of  1,200,427  cubic  yards  a  distance  of  100  feet 
in  excess  of  the  300  foot  free  haul  allowance. 

That  it  would  be  necessary  to  clear  627  acres,  which  clearing,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
cost  $100.00  per  acre;  and  to  grub  14,912  square  rods,  which  grubbing, 
for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated 
to  cost  $1.65  per  rod. 

That  it  would  be  necessary  to  construct  and  erect  bridges,  trestles 
and  culverts  as  follows:  19,693  lineal  feet  of  pile  and  frame  trestles 
of  an  average  heighth  of  eighteen  feet;  232  lineal  feet  of  Howe  Truss 
bridges  of  a  length  less  than  60  feet;  634  lineal  feet  of  Howe  Truss 
and  Combination  bridges  of  a  length  greater  than  150  feet;  66,662 
lineal  feet  of  logs  in  culverts;  188,388  feet  B.  M.  timber  in  culverts; 
1,983  feet  B.  M.  of  timber  in  wooden  boxes;  92  feet  of  18-inch  vitrified 
pipe  and  30  feet  of  24-inch  vitrified  pipe. 

That  it  would  be  necessary  to  lay  191,319  ties  and  6,071.2  tons  of 
steel  rails,  the  same  requiring  track  fastenings  as  follows:  57.34  tons 
of  angle  bars,  59.1  tons  of  bolts,  218.7  tons  of  spikes,  140,400  tie 
plates  and  29,015  rail  braces,  58  switches  complete  and  4  crossing 
frogs  complete. 

That  in  order  to  reproduce  the  said  last  mentioned  line  it  would 
be  necessary  to  ballast  with  gravel  58.03  miles  of  main  track,  which, 
for  the  purpose  of  ascertaining  the  cost  of  renroduction.  is  estimated 
to  cost  $1,100.00  per  mile,  and  9.43  miles  of  side  track,  which,  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
cost  $600.00  per  mile. 

That  it  would  be  necessary  to  lay  and  surface  67.46  miles  of  track, 
which,  for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is 
estimated  to  cost  $700.00  per  mile. 

That  the  cattle  guards,  crossings  and  signs  along  said  line  would 
cost  to  reproduce  new  the  sum  of  $1,450.00. 

That  the  interest  of  the  Great  Northern  Railway  Company  in  the 
telegraph  lines  along  said  last  mentioned  line  would  cost  to  reproduce 
new  $4,060.00. 


150  RAILROAD   COMMISSION  OF  WASHINGTON 

That  the  transportation  department  buildings  along  the  said  line 
consist  of  5,829  square  feet,  floor  area,  of  Great  Northern  standard 
frame  station  buildings,  18,120  square  feet,  floor  area,  of  frame 
freight  sheds  and  warehouses,  2,208  square  feet  of  Great  Northern 
standard  stock  yards,  one  set  of  34-foot  track  scales,  3,596  square  feet 
of  wooden  platforms  and  361  square  feet  floor  area  of  water  closets. 

That  to  reproduce  the  furniture  and  fixtures  in  the  said  station 
buildings   along  the   said   line,   would   cost   new,   the   sum   of   $770.00. 

That  the  road  department  buildings  along  the  said  line  consist  of 
3,198  square  feet,  floor  area,  of  Great  Northern  standard  White  section 
houses;  1,800  square  feet  floor  area  of  Great  Northern  standard 
Chinese  section  houses;  1,018  square  feet  of  tool  sheds.  That  the 
round  houses  and  shops  along  said  line  consist  of  one  one-stall  frame 
engine  house  and  two  60-foot  steel  turn  tables.  That  along  the  said 
last  mentioned  line  there  are  four  complete  water  stations,  which,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  are  estimated  to 
cost  $2,700.00  each. 

That  the  interlocking  and  signal  apparatus  along  the  said  portion 
of  said  line  would  cost  to  reproduce  new  the  sum  of  $125.00. 

That  there  are  along  said  portion  of  said  line  8  sections,  the  tools 
and  equipment  for  which  sections  are  estimated  to  cost  $200.00  each. 

No.   8. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  bridges,  trestles  and  culverts,  ties,  rails,  track  fasten- 
ings, frogs,  and  switches,  ballast,  track  laying  and  surfacing,  fencing, 
crossings,  cattle  guards  and  signs,  interlocking  and  signal  apparatus, 
telegraph  lines,  transportation  department  buildings,  shops,  round 
houses,  turn  tables,  road  department  buildings,  shops,  machinery  and 
tools,  water  stations,  fuel  stations,  storage  warehouses  and  miscel- 
laneous structures. 

That  a  reasonable  and  fair  allowance  for  legal  and  general  ex- 
penses would  be  one  per  cent,  of  the  items  mentioned  in  connection 
with  the  engineering  expenses,  together  with  one  per  cent,  on  the 
amount  paid  out  for  taxes  during  construction. 

And  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  5  per  cent,  of  the  items  last  hereinbefore  mentioned 
plus  the  amount  necessary  for  section  equipment  and  legal  and  gen- 
eral expenses,  costs  of  engineering,  and  value  of  right-of-way  and 
terminal  grounds. 

No.  9. 

That  that  portion  of  the  line  operated  by  the  Great  Northern 
Railway  Company  extending  from  Spokane  to  Hillyard,  heretofore 
operated  and  owned  by  the  Spokane  Falls  &  Northern  Railway  Com- 
pany, and  that  portion  from  Colbert  to  Boundary,  was  constructed 
by  the  Spokane  Falls  &  Northern  Railway  Company,  and  that  portion 
of  the  line  from  Northport  to  Velvet  was  constructed  by  the  Columbia 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  X51 

&  Red  Mountain  Railway  Company,  said  property  as  first  above  de- 
scribed being  operated  by  the  Spokane  Falls  &  Northern  Railway 
Company  up  to,  on,  or  about  the  1st  day  of  July,  1907;  the  said 
property  second  above  described  being  operated  by  the  Columbia  &  Red 
Mountain  Railway  Company  up  until  said  last  mentioned  date,  at 
which  time  the  operation  of  said  property  was  taken  over  by  the 
Great  Northern  Railway  Company  and  since  said  date  the  same  has 
been  and  now  is  operated  by  it  . 

That  the  accounting  records  showing  the  original  cost  of  con- 
struction of  said  property  are  not  obtainable.  That  the  Spokane  Falls 
&  Northern  Railway  Company  was  organized  with  a  capital  stock  of 
28,120  shares  of  the  par  value  of  $100.00  per  share,  making  a  total 
capital  stock  issue  of  $2,812,000.00. 

That  in  the  year  1889  said  Spokane  Falls  &  Northern  Railway 
Company  issued  its  first  mortgage  bonds  upon  said  property  in  the 
amount  of  $2,812,000.00,  of  which  capital  stock  the  Great  Northern 
Railway  Company  owns  $2,809,000.00  worth  par  value,  and  of  said 
bonds  the  Great  Northern  Railway  Company  owns  $2,580,000.00  worth 
par  value. 

That  said  first  mortgage  bonds  were  sold  and  realized  in  cash  the 
sum  of  $2,390,200.00. 

That  the  Columbia  &  Red  Mountain  Railway  Company  was  or- 
ganized with  a  capital  stock  consisting  of  2,644  shares  of  the  par 
value  of  $100.00  per  share,  making  a  total  capital  stock  issue  of 
$264,400.00. 

That  in  the  year  1896  it  issued  its  first  mor-tgage  bonds  in  the 
sum  of  $291,000.00.  That  said  capital  stock  and  bonds  all  are  owned 
by  the  Great  Northern  Railway  Company. 

That  the  total  capitalization  of  the  said  Spokane  Falls  &  Northern 
and  the  said  Columbia  &  Red  Mountain  Railway  Company,  includ- 
ing the  stocks  and  bonds,  is  the  sum  of  $6,179,400.00. 

That  it  would  cost  to  reproduce  the  said  lines  in  their  present  con- 
dition, exclusive  of  right-of-way,  real  estate  and  equipment,  the  sum 
of  $2,545,519.95. 

No.   10. 

That  in  order  to  reproduce  the  lines  herein  referred  to  as  the 
Spokane  Falls  &  Northern  Railway  Company  and  the  Columbia  & 
Red  Mountain  Railway  Company,  it  would  be  necessary  to  move 
2,207,301  cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet; 
277,139  cubic  yards  of  cemented  gravel  and  hard  pan  a  distance  of 
not  to  exceed  300  feet;  198,893  cubic  yards  of  loose  rock  a  distance 
of  not  to  exceed  300  feet;  156,393  cubic  yards  of  solid  rock  a  distance 
of  not  to  exceed  300  feet.  And,  of  the  above  mentioned  quantities,  it 
would  be  necessary  to  move  an  equivalent  of  2,839,752  cubic  yards 
of  material  a  distance  of  100  feet  in  excess  of  said  300  foot  free  haul 
allowance. 

That   it   would  be   necessary   to    clear    520    acres,    which,    for   the 


152  RAILROAD   COMMISSION  OF  WASHINGTON 


purpose  of  ascertaining  the  cost  of  reproduction,  are  estimated  to  cost 
$80.00  per  acre. 

That  it  would  be  necessary  to  grub  4,360  square  rods,  which,  for 
the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to 
cost  $1.65  per  square  rod. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line;, 
it  would  be  necessary  to  construct  12,056  lineal  feet  of  pile  and  frame 
trestles;  one  75-foot  Howe  Truss  bridge;  and  bridge  No.  1  over  th6 
Columbia  River  at  Northport,  the  same  being  a  1200-foot  combination 
bridge,  consisting  of  three  150-foot  combination  spans,  and  three  250- 
foot  combination  spans  on  concrete  masonry;  54,556  lineal  feet  of  logs 
in  culverts;  73,692  feet  B.  M.  timber  in  culverts;  4,083  feet  B.  M.  timber 
in  wooden  boxes;  242  feet  of  12-inch  vitrified  pipe;  2162  feet  of  18-inch 
vitrified  pipe;  858  feet  of  24-inch  vitrified  pipe;  110  feet  of  27-inch 
vitrified  pipe;  238  feet  of  12-inch  cast  iron  pipe;  302  feet  of  18-inch 
cast  iron  pipe;  300  feet  of  24-inch  cast  iron  pipe;  and  192  feet  of 
30-inch  cast  iron  pipe. 

That  in  order  to  reproduce  the  said  lines  in  their  present  condition, 
it  would  be  necessary  to  lay  450,530  ties,  and  14,458.69  tons  of  rails, 
requiring  track  fastenings  as  follows:  1,358.4  tons  of  angle  bars, 
139.1  tons  of  bolts,  516.6  tons  of  spikes,  336,960  tie  plates,  69,010  rail 
braces,  and  125  frogs  and  switches  complete.  That  it  would  be  neces- 
sary to  ballast  with  gravel  138.02  miles  of  main  track,  which,  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$1,100.00  per  mile,  and  20.70  miles  of  side  track,  which,  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$600.00  per -mile. 

That  it  would  be  necessary  to  lay  and  surface  158.81  miles  of  track, 
which,  for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is 
estimated  to  cost  $700.00  per  mile. 

That  in  order  to  reproduce  the  said  line  it  would  be  necessary  to 
put  in  cattle  guards,  crossings  and  signs  along  said  road,  and  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  the  same  are  esti- 
mated to  cost  new,  the  sum  of  $3,450.00. 

That  the  interest  of  the  Great  Northern  Railway  Company  in  the 
telegraph  lines  along  the  said  line  is  estimated  to  cost  new  the  sum 
of  $9,660.00. 

That  the  transportation  department  buildings  along  the  said  line 
consist  of  22,648  square  feet  floor  area  of  Great  Northern  standard 
frame  station  buildings;  8,898  square  feet  floor  area  of  frame  freight 
sheds  and  warehouses ;  6,468  square  feet  of  Great  Northern  standard 
stock  yards;  6,637  square  feet  of  wooden  platforms;  600  square  feet 
of  frame  platforms  and  152  square  feet  of  water  closets.  That  the 
furniture  and  fixtures  now  in  use  in  the  stations  along  said  lines  would 
cost  new,  the  sum  of  $1,870.00. 

That  the  road  department  buildings  along  the  said  line  consist  of 
9,808  square  feet,  floor  area,  of  Great  Northern  standard  White  sec- 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  ^53 

tion  houses;  144  square  feet,  floor  area,  of  Great  Northern  standard 
Chinese  section  houses,  and  1,568  square  feet  of  tool  sheds. 

That  along  said  line  there  are  fuel  stations  and  coal  sheds,  which, 
for  the  purpose  of  ascertaining  the  cost  of  reproduction,  are  estimated 
to  cost  new,  the  sum  of  $7,000.00. 

That  there  are  along  said  line  9  complete  water  stations  and  that 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  it  is  estimated 
that  the  same  would  cost  new  the  sum  of  $2,700.00  each. 

That  the  interlocking  and  signal  apparatus  along  said  portion  of 
said  line  is  estimated  to  cost  $350.00. 

That  there  are  along  said  line  20  sections,  the  tools  and  equip- 
ment for  which  sections  are  estimated  to  cost  $200.00  each. 

No.  11. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  trestles,  bridges  and  culverts,  ties,  rails,  track  fasten- 
ings, frogs  and  switches,  ballast,  track  laying  and  surfacing,  fencing, 
crossings,  cattle  guards  and  signs  ,interlocking  and  signal  apparatus, 
telegraph  lines,  transportation  department  buildings,  shops,  round 
houses  and  turn  tables,  road  department  buildings,  shop  machinery 
and  tools,  water  stations,  fuel  stations,  storage  warehouses  and  miscel- 
laneous structures. 

That  a  reasonable  and  fair  allowance  for  legal  and  general  ex- 
penses would  be  one  per  cent,  of  the  items  mentioned  in  connection 
with  the  engineering  expenses,  together  with  one  per  cent,  on  the 
amount  paid  out  for  taxes  during  construction. 

And  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  5  per  cent,  of  the  items  last  hereinbefore  mentioned, 
plus  the  amount  necessary  for  section  equipment  and  legal  and  gen- 
eral expenses  and  costs  of  engineering,  and  value  of  right-of-way  and 
terminal  grounds. 

No.  12. 

That  that  portion  of  the  lines  operated  by  the  Great  Northern 
Railway  Company  extending  from  Marcus  to  Laurier,  from  Republic 
to  the  International  boundary  line  and  from  Curlew  to  the  Interna- 
tional boundary  line,  was  constructed  by  the  Washington  &  Great 
Northern  Railway  Company. 

That  the  said  Washington  &  Great  Northern  Railway  Company  is 
a  corporation  organized  under  the  laws  of  the  state  of  Washington, 
having  an  authorized  capital  stock  of  100,000  shares  of  the  par  value 
of  $100.00  per  share,  making  a  total  authorized  capital  stock  of  ten 
million  dollars,  of  which  stock  two  million  dollars  have  been  issued, 
all  of  such  capital  stock  so  issued  being  owned  by  the  Great  Northern 
Railway  Company. 

That  the  Washington  &  Great  Northern  Railway  Company  operat- 
ed its  line  down  to,  on,  or  about  the  30th  day  of  July,  1907,  when  the 
operation   thereof   was   taken   over   by   the   Great   Northern    Railway 


154  RAILROAD   COMMISSION  OF  WASHINGTON 

Company  and  the  same  has  been  and  now  is  operated  by  the  said 
Great  Northern  Railway  Company. 

That  the  said  lines  cost  the  Washington  &  Great  Northern  Rail- 
way Company,  down  to  the  30th  day  of  June,  1906,  including  better- 
ments and  improvements,  the  sum  of  $3,047,763.73. 

No.  13. 

That  to  reproduce  the  said  line  last  mentioned  in  its  present  condi- 
tion, including  bank  widening,  bridge  filling,  and  considering  the 
same  in  its  present  seasoned  condition,  it  would  be  necessary  to 
move  1,288,410  cubic  yards  of  earth  a  distance  of  not  to  exceed  300 
feet;  764,569  cubic  yards  of  hard  pan  a  distance  of  not  to  exceed  300 
feet;  156,153  cubic  yards  of  loose  rock  a  distance  of  not  to  exceed 
300  feet;  584,284  cubic  yards  of  solid  rock  a  distance  of  not  to  exceed 
300  feet;  and  of  the  above  quantities  it  would  be  necessary  to  move 
an  equivalent  of  2,793,416  cubic  yards  a  distance  of  100  feet  in  excess 
•of  said  300-foot  free  haul  allowance. 

That  it  would  be  necessary  to  clear  959  acres,  which,  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$90.00  per  acre;  and  to  grub  8004  square  rods,  which,  for  the  purpose 
of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost  $1.65 
per  square  rod  . 

That  it  -^would  be  necessary  to  drive  one  unlined  tunnel  113  feet 
long. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line, 
it  would  be  necessary  to  construct  6,231  lineal  feet  of  pile  and  frame 
trestles;  which,  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion, is  estimated  to  cost  $10.00  per  lineal  foot;  132  feet  of  Howe  Truss 
bridges  of  a  length  less  than  60  feet;  one  88-foot  Howe  Truss  bridge, 
and  1500  feet  of  Howe  Truss  bridge  of  a  length  between  100  and  150 
feet,  the  last  mentioned  including  the  Howe  Truss  bridge  over  the 
Columbia  River  at  Marcus,  the  same  being  1395  feet  in  length;  194,262 
lineal  feet  of  logs  in  culverts;  24  feet  of  12-inch  cast  iron  pipe  and 
60  feet  of  24-inch  cast  iron  pipe. 

That  it  would  be  necessary  to  lay  260,813  ties  and  8,928.72  tons 
of  steel  rails,  requiring  track  fastenings  as  follows:  797  tons  of 
angle  bars,  91.9  tons  of  bolts,  300  tons  of  spikes,  205,920  tie  plates, 
41,950  rail  braces,  47  switches  complete,  and  2  crossing  frogs  com- 
plete. 

That  it  would  be  necessary  to  ballast  with  gravel  83.9  miles  of 
main  track,  which,  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction, is  estimated  to  cost  $1,000.00  per  mile,  and  7.89  miles  of  side 
track,  which,  for  the  purpose  of  ascertaining  the  cost  of  reproductioix 
is  estimated  to  cost  $600.00  per  mile. 

That  it  would  be  necessary  to  lay  and  surface  91.79  miles  of 
track,  which,  for  the  purpose  of  ascertaining  the  cost  of  reproduction, 
is  estimated  to  cost  $700.00  per  mile. 

That  it  Would  be  necessary  to  construct  cattle  guards,  crossings, 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  155 

and  signs  along  the  said  line,  which,  for  the  purpose  of  ascertaining 
the  cost  of  reproduction,  are  estimated  to  cost  $2,100.00. 

That  the  interest  of  the  Great  Northern  Railway  Company  in  the 
telegraph  lines  along  the  said  line  would  cost  $5,880.00. 

That  the  transportation  department  buildings  along  the  said  line 
consist  of  6,960  square  feet  , floor  area,  of  Great  Northern  standard 
frame  station  buildings,  384  square  feet,  floor  area,  frame  freight 
dheds  and  warehouses,  6,912  square  feet  of  stock  yards;  one  set  of 
60-ton  track  scales;  4,836  square  feet  of  cinder  platforms,  and  144 
square  feet  of  water  closets. 

That  the  furniture  and  fixtures  now  in  use  in  the  buildings  along 
the  said  line  are  estimated  to  cost  new,  the  sum  of  $842.00. 

That  the  road  department  buildings  along  the  said  line  consist  of 
7,040  square  feet,  floor  area,  of  Great  Northern  standard  White  sec- 
tion houses;  630  square  feet,  floor  area,  of  Great  Northern  standard 
Chinese  section  houses;  1,344  square  feet  of  tool  sheds. 

That  the  round  houses  and  shops  along  the  said  line  consist  of 
one  frame  round  house  consisting  of  three  stalls. 

That  along  the  said  line  there  are  eight  complete  water  stations, 
which,  for  the  purpose  of  estimating  the  cost  of  reproduction,  are 
estimated  to  cost  $2,700.00  each.  That  the  interlocking  and  signal 
apparatus  along  the  said  line  is  estimated  to  cost  $125.00. 

That  there  are  now  along  the  said  line  12  sections,  the  tools  and 
equipment  for  which  sections  is  estimated  to  cost  $200.00  per  section. 

No.  14. 

That  a  reasonable  and  fair  allowance  for  engineering  expenses 
would  be  three  and  one-half  per  cent,  of  the  cost  of  reproducing  the 
grading,  tunnels,  bridges,  trestles  and  culverts,  ties,  rails,  track  fasten- 
ings, frogs  and  switches,  ballast,  track  laying  and  surfacing,  fencing, 
crossings,  cattle  guards  and  signs,  interlocking  and  signal  apparatus, 
telegraph  lines,  transportation  department  buildings,  shops,  round 
houses,  turn  tables,  road  department  buildings,  shop  machinery  and 
tools,  water  stations,  fuel  stations,  storage  warehouses  and  miscel- 
laneous structures. 

That  a  reasonable  and  fair  allowance  for  legal  and  general  ex- 
penses would  be  one  per  cent,  of  the  items  mentioned  in  connection 
with  the  engineering  expenses,  together  with  one  per  cent,  on  the 
amount  paid  out  for  taxes  during  construction. 

And  a  reasonable  and  fair  allowance  for  interest  during  construc- 
tion would  be  5  per  cent,  of  the  items  last  hereinbefore  mentioned, 
plus  the  amount  necessary  for  section  equipment  and  legal  and  gen- 
eral expenses,  costs  of  engineering  and  value  of  right-of-way  and 
terminals. 

No.  15. 

That  the  records  of  the  Great  Northern  Railway  Company  show 
that  a  large  amount  of  money  has  been  spent  for  riprap,  retaining 
walls,   slope  walls,   cribbing,  bulk  heads,   shop  tools  and  machinery, 


156  RAILROAD   COMMISSION  OF  WASHINGTON 

fencing,  miscellaneous  structures  other  than  those  hereinbefore  set 
out,  and  stores  on  hand.  That  the  Commission  finds  that  the  amounts 
shown  by  the  records  as  expended  for  such  purpose  was  expended  and 
the  improvements  were  made,  but  from  the  evidence  introduced  the 
Commission  is  unable  to  apportion  the  amount  expended  for  such 
purposes  to  the  different  lines  hereinbefore  set  out,  and  for  that 
reason  the  Commission  now  finds  that  the  Great  Northern  Railway- 
Company  has  placed  on  its  lines  in  the  state  of  Washington  herein- 
before mentioned,  492,000  cubic  yards  of  riprap  and  has  constructed 
36,000  cubic  yards  of  retaining  wall,  130,400  cubic  yards  of  slope  wall, 
and  has  expended  for  cribbing  and  bulk  heading  the  sum  of  $122,500.00, 
and  for  fencing  the  right-of-way  the  sum  of  $80,371.04,  and  has  expend- 
ed for  shop  tools  and  machinery  $181,280.40,  and  for  miscellaneous 
structures  other  than  those  enumerated  before,  the  sum  of  $241,181.58, 
and  for  stores  now  on  hand  in  the  state  of  Washington  for  use  upon 
said  lines  the  sum  of  $360,904.26. 

That  it  is  necessary  in  the  operation  of  a  railroad  to  constantly 
have  on  hand  stores,  including  fuel,  and  other  material  for  the  opera- 
tion of  trains  and  material  for  repair  and  reconstruction  of  tracks 
and  equipment;  and  that  the  sum  above  stated  is  a  reasonable  amount 
to  have  on  hand.  That  when  such  material  is  used  by  the  Railroad 
Company  it  is  charged  to  the  operating  expenses  or  to  betterments 
and  improvements  as  the  facts  may  justify. 

That  the  items  mentioned  in  this  finding  are  divided  on  a  mileage 
basis  in  the  findings  hereinafter  set  out  showing  the  cost  of  reproduc- 
ing the  main  and  branch  lines  within  the  state  of  Washington, 

No.  16. 

That  in  ascertaining  the  original  cost  of  the  equipment  owned 
and  used  by  the  Great  Northern  Railway  Company  in  Washington, 
the  cost  of  reproducing  the  same  new  and  its  present  value,  such 
equipment  has  been  ascertained  in  the  manner  hereinafter  stated. 

Locomotives  were  ascertained  by  finding  the  total  original  cost, 
the  cost  of  reproducing  new  and  the  present  value  of  all  locomotives 
used  on  the  entire  divisions  operating  in  the  state,  of  Washington, 
ascertaining  the  total  locomotive  mileage  on  such  division  and  appor- 
tioning to  the  state  of  Washington  in  proportion  that  the  locomotive 
mileage  in  the  state  of  Washington  bore  to  the  mileage  of  such  entire 
division. 

No.  17. 

That  the  operating  divisions  in  Washington  consist  of  the  Spokane 
division  extending  from  Troy,  Montana,  to  Leavenworth,  Washington. 
That  the  locomotive  mileage  on  such  entire  division  for  the  year 
ending  June  30th,  1906,  was  1,629,384  miles,  of  which  1,167,804  miles, 
or  71.6  per  cent,  thereof,  was  in  Washington.  That  the  entire  engines 
assigned  to  such  division  cost,  originally,  the  sum  of  $554,218.70,  leav- 
ing the  original  cost  chargable  to  the  state  of  Washington  for  such 
engines,  the  sum  of  $396,820.59. 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  157 

That  on  the  Cascade  division  extending  from  Leavenworth,  Wash- 
ington, to  Everett,  Washington,  Seattle,  Washington  to  Vancouver, 
British  Columbia,  and  Anacortes  to  Rockport,  the  locomotive  mileage 
for  the  year  ending  June  30th,  1906,  was  1,700,921  miles,  of  which 
1,650,258  miles  or  97  per  cent.,  was  in  the  state  of  Washington. 

That  the  locomotives  used  on  and  assigned  to  the  Cascade  division 
cost  originally,  as'shown  by  the  accounting  records  of  the  Great  North- 
ern Railway  Company,  the  sum  of  $739,986.31,  and  the  amount  charg- 
able  to  the  state  of  Washington  would  be  the  sum  of  $717,786.72. 

That  on  the  Spokane  Falls  &.  Northern  division,  covering  the  lines 
heretofore  described  as  the  Spokane  Falls  &  Northern  and  the  Colum- 
bia &  Red  Mountain,  and  the  Washington  &  Great  Northern,  the 
locomotive  mileage  for  the  year  ending  June  30th,  1906,  was  570,509 
miles,  of  which  403,560  miles,  or  70.7  per  cent.,  were  in  Washington. 
That  the  original  cost  properly  chargable  to  the  state  of  Washington 
was  $138,310.00. 

That  the  locomotives  on  the  entire  Cascade  division  and  the  entire 
Spokane  division  consist  of  101  locomotives,  of  which  10  have  been 
in  use  3  years,  7  have  been  in  use  4  years,  24  liave  been  in  use  5 
years,  3  have  been  in  use  7  years,  15  have  been  in  use  8  years, 
3  have  been  in  use  10  years,  12  have  been  in  use  14  years,  1  has  been 
in  use  15  years,  1  has  been  in  use  16  years,  2  have  been  in  use  17 
years,  2  have  been  in  use  18  years,  11  have  been  in  use  19  years,  S 
have  been  in  use  23  years,  5  have  been  in  use  24  years,  1  has  been 
in  use  26  years  and  1  has  been  in  use  34  years,  making  an  average  time 
in  use  by  the  locomotives  on  such  divisions  of  9.5  years. 

That  the  average  age  or  time  in  use  of  the  locomotives  used  on  the 
Spokane  Falls  &  Northern  operating  division  is  10  years. 

No.   18. 

That  in  order  to  reproduce  new  at  the  present  time,  the  locomotives 
properly  chargable  to  the  state  of  Washington,  the  same  would  cost 
$1,440,854.90. 

That  locomotives  in  use  depreciate  annually  3.6  per  cent,  of  their 
value,  and  the  present  market  value  of  the  locomotives  of  the  Great 
Northern  Railway  Company,  properly  chargable  to  the  state  of  Wash- 
ington, is  the  sum  of  $944,595.99. 

No.  19. 

The  original  cost,  cost  of  reproducing  the  same  new,  and  present 
value  of  the  passenger  cars  used,  properly  chargable  to  the  state  of 
Washington,  have  been  ascertained  by  finding  the  total  value  of  all 
passenger  cars  used  on  the  Great  Northern  System,  ascertaining  the 
total  mileage  of  passenger  cars  in  the  state  of  Washington  and  ap- 
portioned the  same  to  the  state  of  Washington  as  the  mileage  in  the 
state  of  Washington  bears  to  the  entire  system. 

That  the  passenger  cars  on  the  entire  system,  as  shown  by  the 


158  RAILROAD   COMMISSION  OP  WASHINGTON 

accounting   records    of   the    Great   Northern   Railway    Company,    cost 
$4,070,424.68. 

That  the  passenger  car  mileage  for  the  entire  system  for  the 
year  ending  June  30th,  1906,  was  44,779,961  miles,  of  which  6,812,593 
miles  or  15.214  per  cent.,  was  in  the  state  of  Washington. 

That  it  would  cost  to  reproduce  new,  the  passenger  cars  properly 
chargab>3  to  the  state  of  Washington,  on  the  tracks  of  the  Great 
Northern  in  the  state  of  Washington,  based  on  such  passenger  car 
mileage,  the  sum  of  $711,510.23. 

That  the  said  passenger  cars  have  been  in  use  in  excess  of  8.5 
years,  and  that  the  said  passenger  cars  would  depreciate,  while  in 
oise,  annually,  3.6  per  cent.,  and  that  the  present  .cash  market  value 
of  said  passenger  coaches,  in  their  present  condition,  is  the  sum  of 
$492,394.42. 

No.  20. 

The  original  cost,  cost  of  reproduction  new  and  present  cash  market 
value  of  the  freight  cars  properly  chargable  to  the  state  of  Washington, 
"has  been  ascertained  by  finding  the  total  value  of  all  freight  cars  used 
on  the  Great  Northern  system  for  the  year  ending  June  30th,  1906,  and 
the  freight  car  mileage  for  the  same  period,  in  the  state  of  Washing- 
ton, and  apportioning  the  same  on  the  relative  proportion  that  the 
freight  car  mileage  in  the  state  of  Washington,  bears  to  the  freight 
car  mileage  on  the  entire  system. 

That  the  freight  cars  on  the  entire  system  of  the  Great  Northern 
Railway  Company  cost,  originally,  as  shown  by  the  records  of  the 
G-reat  Northern  Railway  Company,  the  sum  of  $20,356,142.73. 

That  the  freight  car  mileage  for  the  entire  system  for  the  year 
ending  June  30th,  1906,  was  the  sum  of  345,307,184  miles,  of  which 
^3,428,695  miles,  or  9.681  per  cent.,  was  in  the  state  of  Washington. 

That  it  would  cost  to  reproduce  new,  the  freight  cars  properly 
chargable  to  the  state  of  Washington,  on  the  tracks  of  the  Great 
Northern  Railway  Company's  line  in  the  state  of  Washington,  based 
on  such  freight  car  mileage,  the  sum  of  $2,345,786.86. 

That  said  freight  cars  have  been  in  use  an  average  of  7.5  years 
and  the  annual  depreciation  for  cars  in  use  is  approximately  3.6  per 
cent.,  and  that  the  present  cash  market  value  of  said  freight  cars 
applicable  to  the  state  of  Washington,  on  the  tracks  of  the  Great 
Northern  Railway  Company  in  the  state  of  Washington,  in  their 
present  condition,  is  the  sum  of  $1,709,410.98. 

No.  21. 
That  the  original  cost,  cost  of  reproduction  new  and  the  present 
market  value  of  the  work  and  miscellaneous  equipment  properly  appli- 
cable to  the  state  of  Washington,  owned  and  operated  by  the  Great 
Northern  Railway  Company,  has  been  ascertained  by  finding  the  total 
cost,  cost  of  reproduction  and  present  value  of  such  work  and  miscel- 
laneous equipment,  for  the  entire  system  of  the  Great  Northern  Rail- 
'way  Company,  finding  the  total  main  and  side  track  system  as  of  June 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  159 

30th,  1906,  and  the  total  main  and  side  track  mileage  in  the  state  of 
Washington  and  apportioning  the  same  in  the  proportion  that  the 
main  and  side  track  mileage  in  the  state  of  Washington  bears  to  the 
main  and  side  track  mileage  of  the  entire  system. 

That  the  total  original  cost  of  all  the  work  and  miscellaneous 
equipment,  owned  and  operated  by  the  Great  Northern  system  as 
shown  by  its  accounting  records,  was  the  sum  of  $1,487,062.67. 

That  the  total  main  and  side  track  mileage  of  the  system  operated 
"by  the  Great  Northern  system  on  June  30th,  1906,  was  7,367,73  miles, 
of  which  957.07  or  13  per  cent,  thereof  were  in  the  state  of  Washington. 

That  it  would  cost  to  reproduce  such  work  and  miscellaneous 
equipment  properly  applicable  to  the  state  of  Washington  on  the 
lines  of  the  Great  Northern  Railway  Company  in  the  state  of  Wash- 
ington new,  the  sum  of  $199,451.19. 

That  the  said  equipment  has  been  in  use  an  average  of  more  than 
7  years  and  the  same  would  gradually  depreciate  by  use,  and  that 
the  present  cash  market  value  of  such  equipment  properly  applicable 
to  the  state  of  W;ashington  on  the  lines  of  the  Great  Northern  Rail- 
way Company  in  the  state  of  Washington,  is  the  sum  of  $147,152.36. 

No.  22. 

That  it  would  cost  at  the  present  time  to  reproduce  the  right-of-way, 
lands  and  terminal  grounds  of  said  railroad,  owned  and  used  by  it  for 
railroad  purposes,  and  such  as  it  now  owns  which  in  the  immediate 
future  will  be  necessary  for  it  to  use  for  railroad  purposes,  the  sum  of 
$17,105,692.04,  which  sum  is  divided  along  the  line  of  said  railroad 
as  follows: 

From  the  Idaho- Washington  boundary  to  the  northerly  limits  of  the 
city  of  Spokane,  the  sum  of  $166,944.46. 

That  portion  of  the  right-of-way  from  the  west  line  of  the  city  of 
Spokane  to  the  boundary  line  between  Spokane  and  Lincoln  counties, 
the  sum  of  $38,869. 

From  such  last  mentioned  point  to  the  boundary  line  between 
Lincoln  and  Douglas  counties,  the  sum  of  $88,715.00. 

From  such  last  mentioned  point  to  the  center  of  the  Columbia 
River,  being  the  boundary  line  between  Douglas  and  Chelan  counties, 
the  sum  of  $55,236.00. 

From  such  last  mentioned  point  to  the  boundary  line  between 
Chelan  and  King  counties,  the  sum  of  $221,062.00. 

From  such  last  mentioned  point  to  the  boundary  line  between 
King  and  Snohomish  counties  on  the  main  line  of  the  said  road,  the 
sum  of  $43,416.00. 

From  such  last  mentioned  point  to  the  southeast  limits  of  the 
city  of  Everett,  the  sum  of  $185,866.05. 

That  portion  of  the  coast  line  extending  from  the  southerly  limits 
of  the  city  of  Everett  to  the  south  line  of  Snohomish  county,  the 
:sum  of  $186,092.50. 

That  portion  of  the  coast  line  extending  from  the  south  line  of 


160  RAILROAD   COMMISSION  OF  WASHINGTON 

Snohomish  county  to  the  city  limits  of  the  city  of  Seattle,  the  sum  of 
$482,873.00. 

From  the  north  boundary  of  the  city  limits  of  the  city  of  Everett 
to  the  boundary  line  between  Snohomish  and  Skagit  counties,  the 
sum  of  $126,598.50. 

From  the  last  mentioned  point  to  the  Whatcom-Skagit  county 
boundary  line,  the  sum  of  $308,668.78,  including  the  branch  from  Belle- 
ville to  Yukon. 

From  the  Whatcom-Skagit  county  boundary  to  the  city  limits  of 
the  city  of  Bellingham,  the  sum  of  $252,290.00. 

That  portion  from  the  northwest  boundary  of  the  city  limits  of 
Bellingham  to  the  International  boundary  line  at  Blaine,  the  sum  of 
$348,453.80. 

That  portion  extending  from  Anacortes  to  Rockport,  the  sum  of 
$252,361.30. 

All  that  portion  within  the  corporate  limits  of  the  city  of  Everett, 
the  sum  of  $1,077,750.00. 

All  that  portion  within  the  corporate  limits  of  the  city  of  Belling- 
ham, the  sum  of  $552,610.00. 

All  that  portion  owned  by  the  Great  Northern  Railway  Company 
within  the  city  limits  of  the  city  of  Spokane  and  used  by  it  for  rail- 
road purposes,  such  as  it  will  require  in  the  immediate  future,  the 
sum  of  $1,562,228.33. 

That  the  Great  Northern  Railway  Company  also  owns  within  the 
corporate  limits  of  the  city  of  Spokane  a  tract  of  land  lying  south 
of  College  avenue  and  east  of  Cedar  street,  containing  1,098,945 
square  feet,  120,000  square  feet  of  which  is  necessary  for  use  by  the 
said  railroad  for  railroad  purposes  in  the  immediate  future  and  is 
included  in  the  cost  of  reproduction  above  set  out. 

All  that  portion  of  said  tract  south  of  a  line  drawn  parallel  with 
and  50  feet  distant  southerly  from  the  center  line  of  the  main  track 
as  the  same  is  now  constructed  between  Monroe  and  Cedar  street, 
and  all  that  portion  of  said  tract  north  of  a  point  50  feet  north  of 
the  center  line  of  the  main  tract  of  said  Great  Northern  Railway  as 
the  same  extends  through  said  tract  between  Monroe  and  Cedar 
street,  is  not  used  for  railroad  purposes  nor  is  the  same  necessary 
for  the  use  of  the  said  railroad  company  in  the  immediate  futare, 
but  all  that  portion  of  said  tract  save  and  except  the  piece  above 
described  100  feet  in  width  extending  through  said  tract,  is  owned 
and  held  by  the  Great  Northern  Railw^ay  Company  for  commercial 
purposes,  the  said  property  so  held  for  commercial  purposes  being 
approximately  978,945  square  feet,  more  or  less,  having  a  valuation  of 
$221,750.00,  more  or  less. 

That  tne  Great  Northern  Railway  Company  also  owns  in  addition 
to  the  property  above  described  in  Spokane  leased  to  and  occupied 
by  the  following  named  persons:  A  dwelling  house  leased  by  the 
Oriental  Trading  Company;  coal  yard,  leased  by  Nelson  Coal  &  Wood 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  IQI 

Company;  3  pieces  leased  for  storage  ground  for  poles  to  the  Pacific 
States  T.  &  T.  Co.;  warehouse,  leased  to  Minn.  Linseed  Oil  Paint  Co.; 
office,  leased  to  Exchange  Lbr.  &  Mfg.  Co.;  and  a  lumber  yard,  leased 
to  Exchange  Lbr.  &  Mfg.  Co.;  property  leased  to  the  Washington 
Mill  Company  for  a  dry  kiln;  property  leased  to  the  Syphers  Ma- 
chinery Co.;  property  leased  to  the  Morgan  Clamp  Fence  Co.;  property 
leased  to  the  Spokane  Steam  Laundry;  property  leased  to  the  Havre 
Fuel  Company;  property  leased  to  the  Diamond  Ice  &  Fuel  Co.; 
property  leased  to  the  Crystal  Marble  Quarries  Company;  property 
leased  to  tne  Central  Lumber  Company  for  a  lumber  yard  and  ware- 
house; property  leased  to  the  Buffalo-Pitts  Company  for  imple- 
ment warehouses ;  property  leased  to  the  Phoenix  Lumber  Company 
for  <.  lumber  yard;  property  leased  to  B.  Boyle  for  a  wood  yard; 
property  leased  to  Mpls.  Threshing  Machine  Company  for  machine 
warehouse;  property  leased  to  Jekins  Luellwitz  Lbr.  Company  for 
freight  house;  property  leased  to  D.  Boyington  for  warehouse;  two 
pieces  leased  to  the  Empire  Electric  Company  for  storage  yards; 
property  leased  to  Mitchell  Bros,  for  warehouses;  property  leased  to 
the  Washington  Water  Power  Company  for  storage  yard;  property 
leased  to  the  Spokane  Implement  Company  for  warehouse;  property 
leased  to  Chas.  G.  Schrimps  for  warehouse;  property  leased  to  M.  Seller 
&  Company  for  warehouse;  property  leased  to  Bradley  Engine  &  Ma- 
chine Company  for  warehouse;  property  leased  to  Frank  Johnson  & 
Son  for  a  dwelling;  property  leased  to  Frank  Johnson  &  Son  for  a 
lumber  yard;  property  leased  to  Frank,  Emma  and  Wm.  Johnson  for 
lumber  yard;  property  leased  to  Rudolph  Dorn  for  coal  shed;  property 
leased  to  O.  F.  Ross  for  dwelling  house;  dwelling  and  barn  leased  to 
Mr.  Schlenger;  property  leased  to  Washington  Water  &  Power  Com- 
pany; property  leased  to  the  Portland  Flour  Mills  Company  for  Echo 
Roller  Mills;  and  property  leased  to  the  Standard  Oil  Company  for 
steel  storage  tanks,  and 

The  following  property  in  Hillyard:  Warehouse  leased  to  W.  G. 
Mulligan,  Winters,  Parsons  &  Boomer,  Burns  &  Jordan,  P.  Welsh  & 
Co.,  and  Porter  Bros.;  office  building  leased  to  Wlnnans  &  Coble; 
fuel  yard  leased  to  Nelson  Coal  &  Wood  Company,  and  coal  shed 
leased  to  the  Havre  Fuel  Company. 

From  which  leases  above  mentioned  the  Great  Northern  Railway 
Company  receives  from  the  lessees  an  annual  rent  approximating 
$16,000.00  ,and  which  property  is  not  at  the  present  time  used  by  the 
railroad  company  for  railroad  purposes. 

No.  23. 

That  since  the  filing  of  the  complaint  herein,  the  Great  Northern 
Railway  Company  has  sold  to  the  Northern  Pacific  Railway  Company 
an  undivided  one-half  interest  in  what  is  known  as  the  joint  terminal 
grounds  of  the  Northern  Pacific  and  Great  Northern  Railway  Company 
in  the  city  of  Seattle,  and  the  findings  herein  contained  show  the 
11— A 


IQ2  RAILROAD   COMMISSION  OF  WASHINGTON 

value  of  the  property  at  this  time  owned  by  the  Great  Northern  Rail- 
way Company  in  the  city  of  Seattle. 

That  the  lands  and  real  estate  owned  by  the  Great  Northern  Rail- 
way Company  in  the  city  of  Seattle  and  used  by  it  for  railroad  pur- 
poses including  its  undivided  one-half  interest  in  the  joint  terminal 
grounds,  and  such  as  is  now  owned  by  it  and  necessary  to  be  used 
by  it  in  the  immediate  future  for  railroad  purposes,  would  cost  to 
reproduce  the  sum  of  $10,937,543.69. 

That  in  addition  to  the  lands  and  real  estate  above  described,  the 
Great  Northern  Railway  Company  owns  in  the  city  of  Seattle  the  fol- 
lowing described  property:  All  that  portion  marked  in  red  on  the 
map  designated  as  "Plat  of  part  of  Seattle  tide  lands  showing  the  proper- 
ty owned  by  the  G.  N.  Ry.,"  and  further  marked  as  "Tide  land  area  east 
of  4th  Ave., '  said  map  being  marked  G.  N.  Exhibit  "A,"  hereto  annexed 
and  made  a  part  of  these  findings;  lying  south  of  Seattle  Boulevard 
and  east  of  4th  Avenue  south  and  being  portions  of  tide  land  blocks 
341,  243,  244,  245,  246,  247,  248,  249,  250,  251,  252,  276,  277,  278,  279,  280, 
281,  282  and  283,  and  having  a  total  square  foot  area  of  3,864,096  feet, 
which  property  is  not  necessary  for  the  present  or  immediate  future 
needs  of  the  company  for  railroad  purposes,  but  is  held  by  it  for  com- 
mercial purposes. 

Also,  block  13  in  Maynard's  Addition,  the  same  being  colored  yellow 
on  the  map,  such  property  being  owned  an  undivided  one-half  by  the 
Northern  Pacific  Railway  Company  and  an  undivided  one-half  by  the 
Great  Northern  Railway  Company,  said  block  containing  5,920  square 
feet. 

Also  a  portion  of  block  12  in  Maynard's  Addition,  having  a  total 
area  of  19,094  square  feet. 

Also  a  small  portion  of  block  5,  amounting  to  7,140  square  feet. 

Also  lots  7,  10  and  11  in  block  36  of  A.  A.  Denny's  6th  addition  to 
Seattle. 

An  undivided  one-half  of  a  portion  of  block  18,  containing  26,640 
square  feet,  the  remaining  one-half  thereof  being  owned  by  the  North- 
ern Pacific  Railway  Company. 

An  undivided  one-half  interest  in  and  to  the  east  half  of  block  19, 
the  remaining  undivided  one-half  interest  being  owned  by  the  North- 
ern Pacific  Railway  Company. 

The  Great  Northern  Railway  Company  also  owns  the  west  one-half 
of  said  block  19,  said  block  containing  56,124  square  feet;  also  tract 
No.  145-148-149-152-153-154. 

That  portion  of  blocks  139  and  140  on  which  is  erected  the  elevator 
and  warehouse  owned  by  the  Great  Northern  Railway  Company,  and 
lots  9  and  10  and  those  portions  of  11  and  12  in  block  140,  outside  of  the 
portion  which  is  bulkheaded  and  filled,  a  portion  of  lots  5  to  10  inclu- 
sive in  tide  land  block  146  outside  of  the  portion  which  is  filled  and 
bulkheaded,  amounting  to  78,475  square  feet,  more  or  less,  and  lot  9 
and  that  portion  of  lot  8  outside  of  the  portion  which  is  filled  and 


FINDINGS   APPLICABLE    TO   G.  N.  RY.  CO.  153 

bulkheaded  in  block  147,  containing  9,859  square  feet,  all  being  near 
Smith's  cove  and  shown  in  the  map  hereunto  annexed,  marked  G.  N. 
"Exhibit  B,"  hereby  referred  to  and  made  a  part  of  these  findings,  all 
of  which  commercial  property  is  of  the  reasonable  value  of  $9,097,- 
489.66,  and  is  not  included  in  the  $17,105,692.04  mentioned  in  finding 
No.  22. 

No.  24. 

That  it  would  cost  to  reproduce  that  part  of  the  right-of-way  and 
terminal  grounds  of  the  Great  Northern  Railway  Company  known  as 
the  Spokane  Falls  &  Northern  Railway  Company,  the  sum  of  $131,- 
399.00. 

No.  25. 

That  it  would  cost  ta  reproduce  the  right-of-way  of  the  Great 
Northern  Railway  System  known  as  the  Columbia  &  Red  Mountain 
Railway  Company,  the  sum  of  $8,279.00. 

No.  26. 

That  it  would  cost  to  reproduce  the  right-of-way  and  terminals 
of  that  portion  of  the  Great  Northern  System  known  as  the  Washington 
&  Great  Northern  Railway  Company,  the  sum  of  $78,436.23. 

No.  27. 

That  the  said  Great  Northern  Railway  Company  through  the 
eastern  portion  of  said  state,  traverses  a  rich  agricultural  section, 
producing  annually  large  quantities  of  grain  and  hay  destined  for 
shipment  over  the  lines  of  the  said  railroad  company  in  car  load  lots, 
including  approximately  8,000,000  bushels  of  wheat,  large  quantities 
of  which  wheat  or  its  product  in  flour,  are  carried  over  the  lines  of 
the  Great  Northern  Railway  Company  to  Seattle  and  Everett,  and 
after  arriving  at  its  destination  in  Seattle  and  Everett,  are  shipped  to 
foreign  ports. 

That  along  the  line  of  the  Great  Northern  Railway  Company  in 
the  state  of  Washington,  there  are  adequate  warehouses  and  facilities 
for  handling  or  storage  of  grain,  which  warehouses  are  owned  and 
operated  by  private  individuals  as  warehousemen,  but  which  ware- 
houses add  greatly  to  the  facilities  for  freight  shipments  and  add  a 
value  to  the  railroad  line. 

That  in  Seattle  the  docks  and  warehouses  hereinbefore  mentioned 
whether  the  same  are  owned  by  the  Great  Northern  Railway  Company 
or  by  private  individuals,  add  value  to  the  lines  by  reason  of  the  fact 
that  they  furnish  adequate  facilities  for  the  transhipment  of  freight 
consigned  from  the  lines  of  the  railroad  to  water  and  from  steamboat 
lines  to  the  said  rail  lines. 

No.  28. 

That  the  line  of  the  Great  Northern  Railway  Company  in  Western 
Washington  traverses  portions  of  the  state  producing  large  quantities 


1^4  RAILROAD   COMMISSION  OF  WASHINGTON 

of  fir  and  cedar  lumber  and  cedar  shingles,  furnishing  abundant  ton- 
nage eastward  over  its  lines. 

No.  29. 

That  since  the  construction  of  the  line  of  the  Great  Northern 
Railway  Company  through  the  state  of  Washington,  said  company  has 
expended  large  sums  of  money  in  advertising  and  exploiting  the  re- 
sourses  of  the  country  adjacent  to  its  lines  and  has  encouraged  immi- 
gration along  its  lines  so  that  the  territory  adjacent  and  tributary 
to  its  rail  lines  has  a  comparatively  large  population  and  the  density 
of  traffic  and  the  country  tributary  to  its  lines  are  comparatively 
highly  developed,  compared  with  other  portions  of  the  state  of  Wash- 
ington, which  density  of  traffic  and  population  add  value  to  the  said 
lines. 

No.  30. 

That  the  Great  Northern  Railway  Company  and  the  Northern  Pa- 
cific Railway  Company  jointly  constructed  a  passenger  station  building 
in  the  city  of  Seattle,  said  station  building  costing,  exclusive  of  the 
real  estate,  the  sum  of  $549,633.39. 

That  the  same  was  erected  and  constructed  in  the  years  1904 
and  1905. 

That  it  would  cost  the  Great  Northern  Railway  Company  to  re- 
produce its  one-half  interest  in  said  station  building,  exclusive  of  the 
real  estate  upon  which  the  same  is  constructed  and  erected,  the  sum 
of  $280,000.00. 

No  .31. 

That  after  a  railroad  is  originally  constructed  and  after  the  same 
is  turned  over  to  the  operating  department,  improvements  are  con- 
stantly made  in  the  grading  and  surfacing  of  the  road  by  section  men 
and  by  the  operating  department  of  the  road,  the  expenditures  of 
which  is  necessarily  charged  to  the  cost  of  operation  and  that  for 
approximately  five  years  after  such  road  is  turned  over  to  the  operat- 
ing department  the  grade  undergoes  what  is  known  as  seasoning  and 
after  said  term  of  five  years  said  grade  has  appreciated  in  value  and 
is  approximately  of  a  value  10  per  cent,  greater  than  its  value  would 
be  at  the  time  the  same  was  turned  over  to  the  operating  department. 
This  seasoned  value  has,  however,  been  considered  and  allowed  in  the 
unit  quantities  hereinbefore  given  ,  and  in  the  cost  of  reproduction 
hereinbefore  set  out. 

That  the  tunnels  remain  of  approximately  the  same  value  and 
neither  appreciate  nor  depreciate. 

That  the  bridges,  trestles  and  culverts  depreciate  annually,  wooden 
bridges  materially  and  iron  bridges  but  slightly. 

That  the  present  value  of  the  bridges,  trestles  and  culverts  along 
the  main  line  of  the  Great  Northern  Railway  Company  is  approximate- 
ly 81.43  per  cent.,  and  on  the  branch  lines  is  approximately  53  per 
cent,  of  the  cost  of  reproducing  new. 

That  the  ties,  untreated,  have  an   average  life  of  approximately 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  IQQ 


7  years,  and  that  as  the  same  are  renewed  from  time  to  time  the 
expense  is  charged  to  operating  expenses.  That  the  Great  Northern 
Railway  Company  have  from  time  to  time  renewed  their  ties  and  the 
value  of  the  ties  on  the  30th  day  of  June,  1906,  was  approximately  35 
per  cent,  of  the  cost  of  reproducing  the  same  new. 

That  since  the  30th  day  of  June,  1906,  the  Great  Northern  Railway 
Company  have  added  many  new  ties  to  their  line  so  that  the  present 
value  of  the  ties  exceeds  the  allowance  made  on  the  30th  day  of  June, 
1906. 

That  the  rails,  track  fastenings  and  frogs  and  switches  have  de- 
preciated so  that  the  present  value  of  the  same  is  approximately  80 
per  cent,  of  the  cost  of  reproducing  the  same  new. 

That  the  present  value  of  fencing  is  approximately  55  per  cent,  of 
the  cost  of  reproducing  the  same  new. 

That  the  present  value  of  crossings,  cattle  guards  and  signs  is 
approximately  60  per  cent,  of  their  value  new. 

That  the  interlocking  and  signal  apparatus,  telegraph  lines,  ballast, 
and  track  laying  and  surfacing  is  of  equal  value  to  its  original 
cost. 

That  the  present  value  of  the  transportation  department  buildings 
and  fixtures  is  approximately  92  per  cent,  of  their  value  new. 

That  the  present  value  of  the  shops,  round  houses  and  turn  tables 
is  approximately  84  per  cent,  of  their  value  new. 

That  the  value  of  the  road  department  buildings  is  approximately 
76  per  cent,  of  their  value  new. 

That  the  value  of  the  shop  machinery  and  tools  is  approximately  65 
per  cent,  of  their  value  new. 

That  the  value  of  the  water  and  fuel  stations  is  approximately  60 
per  cent,  of  their  value  new. 

That  the  value  of  the  miscellaneous  structures  is  approximately  85 
per  cent,  of  their  value  new. 

That  the  value  of  the  section  equipment  is  approximately  70  per 
cent  .of  its  value  new. 

No.  32. 

That  it  would  cost  to  reproduce  that  portion  of  the  line  operated 
by  the  Great  Northern  Railway  Company  extending  from  the  Idaho- 
Washington  boundary  line  to  Everett,  and  that  portion  from  Seattle 
to  Blaine,  including  the  portion  from  Belleville  to  Yukon,  including 
all  structures  and  improvements,  and  considering  such  structures 
and  improvements  as  new,  and  including  all  real  estate  and  terminal 
grounds,  including  charges  for  engineering,  grading,  tunneling,  bridges, 
trestles  and  culverts,  ties,  rails,  track  fastenings,  frogs  and  switches, 
ballast,  track  laying  and  surfacing,  fencing,  crossings,  cattle  guards 
and  signs,  interlocking  and  signal  apparatus,  telegraph  lines,  station 
buildings  and  fixtures,  shops,  round  houses  and  turn  tables,  shop 
machinery  and  tools,  water  st-ti^ns,  fuel  stations,  storage  warehouses, 


IQQ  RAILROAD   COMMISSION  OF  WASHINGTON 

miscellaneous  structures,  docks  and  wharves,  snow  protection,  taxes 
during  construction,  section  equipment,  legal  and  general  expenses, 
interest  during  construction  and  present  stores  on  hand,  but  not  in- 
cluding equipment,  the  sum  of  $45,741,928.55. 

No.  33. 
That  the  present  value  of  the  property  mentioned  in  finding  No.  32 
in  its  present  depreciated  condition,  as  of  the  30th  day  of  June,  1906, 
basing  the  same  solely  upon  the  cost  of  reproducing  the  same  new, 
is  the  sum  of  $43,295,-748.09. 

No.  34. 
That   that   portion   of   the    line   operated   by   the   Great   Northern 
Railway  Company  extending  from  Anacortes  to  Rockport,  would  cost 
to  reproduce  new,   including  all   items   mentioned   in  finding  No.   32, 
the  sum  of  $1,903,920.58. 

No.  35. 
That  the  present  value  of  the  property  mentioned  in  finding  No. 
34   in  its  ptesent  depreciated  condition,   based   solely  on  the  cost  of 
reproducing  the  same  new,  is  the  sum  of  $1,647,038.44. 

No.  36. 

That  it  would  cost  to  reproduce  that  portion  of  the  line  extending 
from  Spokane  to  Hillyard,  and  Colbert  to  Boundary,  and  from  North- 
port  of  Velvet,  including  all  the  items  mentioned  in  finding  No.  32, 
considering  the  improvements  and  structures  as  new,  the  sum  of 
$3,310,457.52. 

No.  37. 

That  the  present  depreciated  value  of  the  property  mentioned  in 
the  foregoing  finding,  basing  such  value  solely  on  the  cost  of  reproduc- 
ing the  same  new,  is  the  sum  of  $2,903,657.81. 

No.  38. 

That  it  would  cost  to  reproduce  that  portion  of  the  line  operated 
by  the  Great  Northern  Railway  Company  extending  from  Marcus  to 
Laurier  and  from  Republic  to  the  International  boundary  line,  and 
from  Curlew  to  the  International  boundary  line,  including  all  items 
mentioned  in  finding  No.  32,  considering  the  structures  and  improve- 
ments as  new,  the  sum  of  $3,017,649.86. 

No.  39. 
That  the  present  depreciated  value  of  the  property  mentioned  in 
the  foregoing  finding,  basing  the  same  solely  upon  the  cost  of  repro- 
ducing the  same  new%  is  the  sum  of  $2,747,081.41. 

No.  40. 
That  it  would  cost  to  reproduce  in  its  present  condition,  consider- 
ing the  tracks  and  improvements  as  new,  all  the  lines  operated  by  the 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  157 

Great  Northern  Railway  Company  in  the  state  of  Washington,  as 
the  same  existed  on  June  30th,  1906,  and  including  therein  all  the 
items  mentioned  in  finding  No.  32,  and  including  equipment,  the  sum 
of  $58,671,559.04. 

No.  41. 
That  the  present  depreciated  value  of  all  the  lines  in  the  state  of 
Washington  operated  by  the  Great  Northern  Railway  Company,  in- 
cluding equipment,  such  value  being  based  solely  on  the  cost  of  repro- 
ducing the  same  new,  as  the  same  existed  on  the  30th  day  of  June, 
1906.  is  the  sum  of  $53,887,079.50. 

No.  42. 

That  the  Great  Northern  Railway  Company  expended  in  the  state 
of  Washington,  for  betterments  and  improvements  on  their  line  be- 
tween the  30th  day  of  June,  1906,  and  the  30th  day  of  June,  1907,  the 
sum  of  $371,083.31. 

No.  43. 
Tljat  during  the  fiscal  year  ending  June  30th,  1908,  the  Great 
Northern  Railway  Company  constructed  and  placed  in  operation  20.64 
miles  of  road  extending  from  Oroville,  Washington,  to  the  Inter- 
national Boundary,  on  which  it  expended  the  sum  of  $616,634.00; 
that  during  said  year  it  constructed  an  ocean  dock  196  by  1810  feet 
floor  area  with  grain  warehouse  and  elevator  connected  therewith  144 
by  792  feet  floor  area  at  Everett,  and  erected  at  Smith's  cove,  Seattle, 
a  detention  house  60  by  90  feet  floor  area;  that  during  said  year 
it  enlarged  its  terminals  at  Seattle  by  building  a  commissary  building 
31  by  144  feet  floor  area  and  erecting  and  constructing  a  power  house 
with  a  plant  for  heating  the  Union  Passenger  station  jointly  owned 
by  it  and  the  Northern  Pacific  Railway  Company  as  aforesaid,  and 
erected  certain  miscellaneous  structures  consisting  of  scrap  bins, 
car  cleaners  and  repairers  buildings  with  sheds  connected  therewith 
and  a  standard  section  house;  that  during  said  year  said  railroad 
laid  6.22  miles  of  second  track  between  Metum  and  Richmond  Beach 
on  the  Coast  Line  and  enlarged  the  round  house  at  Leavenworth  by 
constructing  four  additional  stalls;  4,855  lineal  feet  of  seawall  was 
constructed  between  Everett  and  Ballard,  Washington; 

That  in  addition  to  the  foregoing  betterments  and  improvements 
added  during  said  year  to  said  line  the  following  equipment  was 
purchased  during  the^fiscal  years  1907  and  1908  and  charged  to 
cost  of  road,  that  is  to  say,  during  the  year  1907,  locomotives, 
$2,865,190.44;  passenger  cars,  $490,505.60;  sleeping,  dining  and  parlor 
cars,  $5,363.18;  baggage,  express'  and  postal  cars,  $139,805.06;  and 
other  cars  of  all  classes,  $2,490,668.50;  making  a  total  new  equip- 
ment added  to  the  entire  line  of  the  Great  Northern  Railway  for  said 
year  1907  of  the  sum  of  $5,991,532.75. 

And  that  during  the  fiscal  year  ending  June  30th,  1908,  there 
was  added  new  equipment  to  the  entire  line  of  the  Great  Northern 


Igg  RAILROAD   COMMISSION  OF  WASHINGTON 

Railway  as  follows;  there  was  expended  for  locomtives  the  sum  of 
$2,499,326.91;  for  passenger  cars,  $993,249.90;  for  freight  cars,  $3,403,- 
229.32;    and  for  work  equipment,   $84,464.20. 

That  it  would  cost  to  reproduce  new  all  the  items  mentioned  in 
finding  No.  40,  as  of  the  30th  day  of  June,  1908,  the  sum  of 
$61,674,557.01. 

No.  44. 

That  for  the  sake  of  brevity  the  words  interstate  freight  and  inter- 
state tonnage,  and  state  freight  and  state  tonnage,  are  defined  and  used 
as  follows: 

Interstate  freight  or  interstate  tonnage  is  freight  or  tonnage  that 
originates  on  the  line  of  the  said  road  within  the  state  of  Washington, 
passing  over  the  lines  within  the  state  and  over  the  lines  of  the  said 
road  beyond  the  limits  of  the  state;  or,  freight  originating  outside  the 
state  of  Washington,  destined  to  points  within  the  state  and  passing 
over  the  Imes  without  the  state  and  over  the  lines  within  the  state 
of  Washington;  or,  freight  originating  outside  the  state  of  Washing- 
ton, destined  to  points  without  the  state,  passing  over  the  sai'd  lines 
of  said  railroad  without  the  state  and  over  the  lines  of  said  railroad 
within  the  state;  or,  freight  originating  within  the  state  of  Washing- 
ton, destined  to  points  within  the  state  of  Washington  but  passing 
over  the  line  of  the  said  railroad  both  within  and  without  the  state. 

State  freight  or  tonnage  as  hereinafter  used  is  freight  originating 
on  the  lines  of  the  railroad  within  the  state  of  Washington,  destined 
to  points  within  the  state  of  Washington,  and  passing  over  the  lines 
of  the  said  railroad  wholly  within  the  state. 

Interstate  passengers  are  passengers  traveling  on  a  continuous 
contract  with  said  railroad  company,  over  its  lines,  both  within  and 
without  the  state. 

State  passengers  are  passengers  traveling  over  the  said  lines  on 
continuous  contracts  on  the  lines  wholly  within  the  state  of  Wash- 
ington. 

No.  45. 

That  for  the  fiscal  year  ending  June  30th,  1903,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington 
203,171,520  ton  miles  of  interstate  freight  and  77,590,262  ton  miles  of 
state  freight. 

That  for  the  fiscal  year  ending  June  30th,  1904,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington, 
173,437,773  ton  miles  of  interstate  freight  and  89,031,790  ton  miles  of 
state  freight. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington, 
237,942,642  ton  miles  of  interstate  freight  and  81,058,283  ton  miles  of 
state  freight. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  igg 

341,879,816  ton  miles  of  interstate  freight  and  137,967,571  ton  miles 
of  state  freight. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington 
315,334,144  ton  miles  of  interstate  freight  and  140,976,169  ton  miles  of 
state  freight. 

That  the  average  per  cent,  of  ton  miles  carried  over  the  said  line 
during  the  five  years  above  set  out  is  29.60  per  cent,  state  freight  and 
70.40  per  cent,  interstate  freight. 

That  of  the  ton  miles  of  freight  so  carried  over  the  lines  in  the 
state  of  Washington  above  set  out,  approximately  18.56  per  cent, 
thereof  consists  of  grain,  including  wheat,  oats,  flour,  barley,  feed  and 
flax,  of  which  88.42  per  cent,  thereof  was  state  tonnage  carried  an 
average  distance  of  194.9  miles  and  11.58  per  cent,  thereof  was  inter- 
state freight  carried  an  average  distance  of  878.9  miles,  695.5  miles 
of  which  was  over  the  lines  of  the  said  road  without  the  state  and  283.4 
miles  thereof  was  over  the  lines  of  the  said  road  within  the  state. 

That  of  the  said  ton  miles  so  carried  as  aforesaid,  approximately 
47.74  per  cent,  thereof  consists  of  lumber,  of  which  lumber  5.74  per 
cent,  thereof  was  state  freight  and  moved  an  average  distance  of  95.7 
miles,  and  94.26  per  cent,  thereof  was  interstate  freight  moving  an 
average  distance  of  1324  miles,  1040  miles  of  which  was  over  the  lines 
of  the  said  road  without  the  state  of  Washington  and  284  miles  over 
the  lines  of  the  said  road  within  the  state  of  Washington. 

That  of  the  said  ton  miles  so  carried  as  aforesaid,  approximately 
1.94  per  cent,  thereof  consisted  of  logs  and  other  forest  products,  of 
which  77.27  per  cent,  thereof  is  state  freight  moving  an  average  dis- 
atnce  of  28.3  miles  and  22.73  per  cent,  thereof  was  interstate  freight 
moving  an  average  distance  of  292.9  miles,  231.8  miles  of  which  was 
over  the  lines  of  the  said  road  without  the  state  of  Washington,  and 
61.1  miles  of  which  was  over  the  lines  of  the  said  road  within  the 
state  of  Washington. 

That  of  the  said  ton  miles  so  carried  as  aforesaid,  approximately 
1.77  per  cent,  thereof  consisted ,  of  coal,  of  which  32.26  per  cent, 
thereof  was  state  freight  moving  an  average  distance  of  70.7  miles, 
and  67.74  per  cent,  thereof  was  interstate  freight  moving  an  average 
distance  of  339.3  miles,  278.6  miles  of  which  was  over  the  lines  of 
said  road  without  the  state  of  Washington  and  60.7  miles  of  which 
was  over  the  lines  of  the  said  road  within  the  state  of  Washington. 

That  of  the  said  ton  miles  so  carried  as  aforesaid,  approximately 
4.11  per  cent,  thereof  consisted  of  iron  and  steel,  1.09  per  cent,  of 
which  is  state  freight  moving  an  average  distance  of  132  miles,  and 
S8.91  per  cent,  of  which  is  interstate  freight  moving  an  average  dis- 
tance of  1634.5  miles,  1376.8  miles  of  which  was  over  the  lines  of  the 
said  road  without  the  state  of  Washington,  and  257.7  miles  of  which 
was  over  the  lines  of  the  said  road  within  the  state  of  Washington. 

That  I  of  the  said  ton  miles  so  carried  as  aforesaid,  approximately 
.79   per   cent   thereof  consists   of   iron   and   steel   rails,   of  which   5.5 


170     .  RAILROAD   COMMISSION  OF  WASHINGTON 

per  cent,  thereof  was  state  fr.eight  moving  an  average  of  94  miles, 
and  94.50  per  cent,  thereof  was  interstate  freight  moving  an  average 
distance  of  1648.7  miles,  1386.3  miles  of  which  was  over  the  lines  of 
said  road  without  the  state  and  252.4  miles  of  which  was  over  the 
lines  of  said  road  within  the  state. 

That  of  said  ton  miles  so  moved  as  aforesaid,  .36  per  cent,  thereof 
consisted  of  live  stock,  of  which  75.72  per  cent,  thereof  was  state 
freight  moving  an  average  distance  of  223.1  miles,  and  24.28  per  cent, 
thereof  was  interstate  freight  moving  an  average  distance  of  694.6 
miles,  848.4  miles  of  which  was  over  the  lines  of  said  road  without 
the  state  of  Washington,  and  116.2  miles  of  which  was  over  the  lines 
of  said  road  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  .35 
per  cent,  thereof  consisted  of  hay,  98.62  per  cent,  of  which  was  state 
freight  moving  an  average  distance  of  96.6  miles,  and  1.38  per  cent, 
thereof  was  inter  state  freight  moving  an  average  distance  of  94.5 
miles,  47.5  miles  of  which  was  over  the  lines  of  the  said  company 
withdut  the  state  of  Washington  and  47  miles  of  which  was  over  the 
lines  of  the  said  road  within  the  state  of  Washington, 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  1  per 
cent  thereof  consisted  of  machinery,  6.61  per  cent,  of  which  was  state 
freight  moving  an  average  distance  of  82.4  miles,  and  93.39  per  cent, 
of  which  was  interstate  freight  moving  an  average  distance  of  1631.7 
miles,  1361.1  miles  of  which  was  over  the  lines  of  the  said  road  with- 
out the  state  of  Washington  and  315.6  miles  of  which  was  over  the 
lines  of  the  said  road  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  .13 
per  cent,  thereof  consisted  of  fresh  meat,  38.91  per  cent,  of  which  was 
state  freight  moving  an  average  of  62.5  miles,  and  68.02  per  cent, 
thereof  was  interstate  freight  moving  an  average  distance  of  1280.5 
miles,  1038.2  miles  of  which  was  over  the  lines  of  the  said  road  with- 
out the  state  of  Washington,  and  242.3  miles  of  which  was  over  the 
lines  of  said  road  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  .43 
per  cent,  thereof  consisted  of  packiHg  house  products,  1.57  per  cent 
of  which  was  state  freight  moving  an  average  distance  of  306  miles, 
and  98.43  per  cent,  thereof  was  interstate  freight  moving  an  average 
distance  of  1787.8  miles,  1438.1  miles  of  which  was  over  the  lines 
of  said  road  without  the  state  of  Washington  and  349.7  miles  of 
which  was  over  the  lines  of  the  said  road  within  the  state  of  Washing- 
ton. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
1  per  cent,  thereof  consisted  of  canned  salmon,  7.44  per  cent,  of  which 
was  state  freight  moving  an  average  distance  of  184.3  miles,  and  92.56 
per  cent,  thereof  was  interstate  freight  moving  an  average  distance 
of  1748.8  miles,  1369.7  miles  of  which  was  over  the  lines  of  the  said 
road  without  the  state  and  372.1  miles  of  which  was  over  the  lines 
of  the  said  company  within  the  state  of  Washington. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  171 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.23  per  cent,  thereof  consisted  of  butter,  eggs  and  cheese,  2.67  per 
cent,  of  which  was  state  freight  and  moved  an  average  distance  of 
335  miles,  and  91.33  per  cent,  thereof  was  interstate  freight  moving  an 
average  distance  of  1752.6  miles,  1400.6  miles  of  which  was  over  the 
lines  of  the  said  road  without  the  state  of  Washington,  and  352.6 
miles  of  which  was  over  the  lines  of  the  said  road  within  the  state 
of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.34  per  cent,  thereof  consisted  of  brick  and  stone,  66.58  per  cent,  of 
which  was  state  freight  moving  an  average  distance  of  40  miles, 
and  33.42  per  cent,  thereof  was  interstate  freight  moving  an  average 
distance  of  148.4  miles,  81.1  miles  of  which  was  over  the  lines  of  the 
said  company  without  the  state  of  Washington,  and  67.3  miles  of  which 
was  over  the  lines  of  said  company  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.42  per  cent,  thereof  consisted  of  lime,  cement  and  plaster,  of  which 
51.11  per  cent,  thereof  was  state  freight  moving  an  average  distance 
of  172.2  miles,  and  48.89  per  cent,  thereof  was  interstate  freight  mov- 
ing an  average  distance  of  562.9  miles,  297.3  miles  of  which  was 
over  the  lines  of  said  road  without  the  state  of  Washington,  and  265.6 
miles  of  which  was  over  the  lines  of  said  road  within  the  state  of 
Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.17  per  cent,  thereof  consisted  of  sand  and  gravel,  of  which  71.72 
per  cent,  thereof  was  state  freight  moving  an  average  distance  of  17.7 
miles,  and  28.28  per  cent,  thereof  was  interstate  freight  moving  an 
average  distance  of  1579.5  miles,  1431  miles  of  which  was  over  the 
lines  of  said  road  without  the  state  of  Washington,  and  148.5  miles 
of  which  was  over  the  lines  of  said  road  within  the  state  of  Wash- 
ington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.13  per  cent,  thereof  consisted  of  fresh  fruit,  of  which  40.25  per  cent, 
thereof  was  state  freight  moving  an  average  distance  of  159.4  miles, 
and  59.75  per  cent  thereof  was  interstate  freight  moving  an  average 
distance  of  730.9  miles,  568.6  miles  of  which  was  over  the  lines  of 
said  road  without  the  state  of  Washington  and  162.3  miles  of  which 
was  over  the  lines  of  said  road  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.07  per  cent,  thereof  consisted  of  vegetables,  of  which  7.49  per  cent, 
thereof  consisted  of  state  freight  moving  an  average  distance  of  69.3 
miles  and  92.51  per  cent  thereof  was  interstate  freight  moving  an 
average  distance  of  819.1  miles,  777.7  of  which  was  over  the  lines  of 
the  said  road  without  the  state  of  Washington,  and  141.4  miles  of  which 
was  over  the  lines  of  said  road  within  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.37  per  cent,  thereof  consisted  of  beer  and  liquor,  16.13  per  cent,  of 
which  was  state  freight  moving  an  average  distance  of  132.6  miles  and 


172  RAILROAD   COMMISSION  OP   WASHINGTON 

83. S7  per  cent,  of  which  was  interstate  freight  moving  an  average 
distance  of  1673.3  miles,  1356.x  miles  of  which  was  over  the  lines  of 
the  said  road  without  the  state  of  Washington  and  317.2  miles  of 
which  was  over  the  lines  of  the  said  road  within  the  state  of  Wash- 
ington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.45  per  cent,  thereof  was  furniture,  new,  all  of  which  was  interstate 
freight  moving  an  average  distance  of  1673.3  miles,  1346.8  miles 
of  which  was  over  the  lines  of  the  said  company  without  the  state  of 
Washington,  and  274.7  miles  of  which  was  over  the  lines  of  said  road 
within  the  state  of  Washington. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
1.29  per  cent,  thereof  consisted  of  ore,  of  which  12.98  per  cent  thereof 
was  state  freight  moving  an  average  distance  of  150  miles,  and  87.02 
per  cent,  of  which  was  interstate  freight  moving  972.6  miles, 
745  miles  of  which  was  over  the  lines  of  the  said  road  without 
the  state  of  Washington,  and  227.6  miles  of  whicn  was  over  the 
lines  of  the  said  road  within  the  satte  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
.03  per  cent,  thereof  consisted  of  hops,  of  which  all  was  interstate 
freight  moving  an  average  distance  of  1448  miles,  1188.8  miles  of  which 
was  over  the  lines  of  the  said  road  without  the  state  of  Washington 
and  259.2  miles  of  which  was  over  the  lines  of  the  said  road  within 
the  state  of  Washington. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
.27  per  cent,  thereof  consisted  of  agricultural  implements,  of  which 
12.18  per  cent,  thereof  was  state  freight  moving  an  average  distance 
of  23  miles,  and  87.82  per  cent  thereof  was  interstate  freight  moving 
an  average  distance  of  1396.7  miles,  1205.7  miles  of  which  was  over  the 
lines  of  the  said  road  without  the  state  of  Washington  and  191  miles 
of  which  was  over  the  lines  of  said  road  within  the  state  of  Wash- 
ington. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately  3.47 
per  cent  thereof  consisted  of  less  car  loads  of  freight  of  which  40.01 
per  cent,  thereof  was  state  freight  moving  an  average  distance  of  84.6 
ihiles  and  59.99  per  cent  of  which  was'  interstate  freight  moving  an 
average  distance  of  1242.5  miles,  991.3  miles  of  which  was  over  the 
lines  of  said  road  without  the  state  of  Washington  and  251.2  miles 
of  which  was  over  the  lines  of  said  road  within  the  state  of  Wash- 
ington. 

That  the  balance  of  said  ton  miles  so  moved  as  aforesaid,  approx- 
imating 14.58  per  cent.,  consisted  of  miscellaneous  car  load  freight 
moving  under  special  commodity  rates  consisting  of  more  than 
100  commodities,  of  which  approximately  9.70  per  cent,  thereof  is  stare 
freight  moving  an  average  distance  of  165.1  miles  and  90.30  per  cent, 
thereof  is  interstate  freight  moving  an  average  distance  of  1532.5 
miles,  J  241.4  miles  of  which  was  over  the  lines  of  said  road  without 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  173 

the  state  and  291.1  miles  of  which  is  over  the  lines  of  said  road  within 
the  state  of  Washington. 

That    of   said    freight    hereinbefore    referred    to,    the    average    net 
weight  of  the  freight  per  car,  designated  in  tons,  is  as  follows: 

On  wheat,  state,  35.08  tons  per  car;   interstate,  31.08  tons  per  car. 

Flour,  state,  23.5  tons  per  car;  interstate,  17.3  tons  per  car. 

Feed,  state,  14.15  tons  per  car;  interstate,  14.6  tons  per  car. 

Oats,  state,  20.82  tons  per  car;  interstate,  28.37  tons  per  car. 

Corn,  interstate,  32.98  tons  per  car. 

Barley,  state,  25  tons  per  car. 

Fir  lumber,  state,  20.85  tons  per  car;  interstate,  23.64  tons  per  car. 
Cedar   lumber   and   shingles,  ^tate,    16.37   tons   per   car;    interstate, 
17.05  tons  per  car. 

Logs  arid  other  forest  products,  state,  29.82  tons  per  car;  interstate, 
23.10  tons  per  car. 

Coal,  state,  26.36  tons  per  car;  interstate,  30.50  tons  per  car. 

Iron  and  steel  articles,  state,  22.20  tons  per  car;   interstate,  24.44 
tons  per  car. 

Rails,  state,  28.80  tons  per  car;  interstate,  42.74  tons  per  car. 

Live  stock,  state,  11.16  tons  per  car;  interstate,  11.30  tons  per  car. 

Hay,  state,  11.85  tons  per  car;  interstate,  12.20  tons  per  car. 

Machinery,  state,  13.93  tons  per  car;  interstate,  17  tons  per  car. 

Fresh  meat,  state,  10.77  tons  per  car;  interstate,  13.40  tons  per  car. 

Packing  house  products,  state,   13  tons  per  car;    interstate,   13.70 
tons  per  car. 

Salmon,   canned,  state,   23.80   tons   per   car;    interstate,   24.34   tons 
per  car. 

Butter,   eggs  and  cheese,   state,  14   tons  per   car;    interstate,   12.6 
tons  per  car. 

Brick  and  stone,  state,   29.59   tons  per  car;    interstate,   30.20  tons 
I^er  car. 

Lime,    cement  and   plaster,    state,    23.31    tons   per   car;    interstate, 
20.3  tons  per  car. 

Sand  and  gravel,   state,   23.90   tons  per   car. 

Fresh  fruit,  state,  12.20  tons  per  car;  interstate,  13.80  tons  per  car. 

Vegetables,  state,  11.20  tons  per  car;  interstate,  16.10  tons  per  car. 

Beer  and  liquors,  state,  14.81  tons  per  car;    interstate,  16.29  tons 
per  car. 

Furniture,  new,  interstate,  10.41  tons  per  car. 

Ore,  state,  28.20  tons  per  car;  interstate,  30.98  tons  per  car. 

Hops,  interstate,  12,30  tons  per  car. 

Agricultural  implements,  state,  17.70  tons  per  car;   interstate,  21.66 
tons  per  car. 

Other  commodities  in  car  load  lots,  state,  17.29  tons  per  car;  inter- 
state, 17  tons  per  car. 

No.  46. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington 


174  RAILROAD   COMMISSION  OF  WASHINGTON 

746,875  revenue  earning  state  passengers,  constituting  31,305,189  pas- 
senger miles,  and  that  said  passengers  were  carried  an  average  dis- 
tance of  41.91  miles  each.  That  the  said  passengers  paid  to  the  said 
railway  company  an  average  of  $1.12131,  being  an  average  charge  per 
mile  of  $.02675. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington, 
917,029  revenue  earning  state  passengers,  constituting  41,737,908  pas- 
senger miles.  That  said  passengers  were  carried  an  average  distance 
of  45.51  miles  and  that  the  said  passengers  paid  to  the  said  railway 
company  an  average  of  $1.16551,  being  an  average  charge  per  mile  of 
$02561.  That  for  the  said  fiscal  year  ending  June  30th,  1906,  the 
Great  Northern  Railway  Company  carried  over  its  lines  in  the  state 
of  Washington  147,379  revenue  earning  interstate  passengers,  consti- 
tuting 21,145,473  passenger  miles,  said  interstate  passengers  being  car- 
ried an  average  distance  of  144  miles,  and  said  passengers  paying  on 
an  average  to  said  railway  company  $2.97  each,  being  an  average 
charge  per  mile  of  $.02075. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  Great  Northern 
Railway  Company  carried  over  its  lines  in  the  state  of  Washington, 
1,099,382  revenue  earning  state  passengers,  constituting  48,034,795  pas- 
senger miles,  said  passengers  being  carried  an  average  distance  of 
43.7  miles,  and  the  said  passengers  paying  to  the  said  railway  company 
an  average  of  $1,171,  being  an  average  charge  per  mile  of  $.02686, 
and  the  said  railway  company  carried  over  its  lines  in  the  state  of 
Washington,  161,579  revenue  earning  interstate  passengers,  constitut- 
ing 23,226,816  passenger  miles,  and  that  said  passengers  were  carried 
an  average  distance  of  143  miles,  the  said  passengers  paying  to  the 
said  company  an  average  of  $3.04  each,  being  an  average  charge  per 
mile  of  $.02118. 

No.  47. 

That  the  Great  Northern  Railway  Company  has  a  contract  with 
the  express  company  doing  business  over  its  lines  by  which  it  re- 
ceived 40  per  cent,  of  the  gross  receipts  of  said  express  company, 
whether  such  business  is  state  or  interstate. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  express 
company  paid  to  the  said  Great  Northern  Railway  Company  as  its 
share  of  the  earnings  from  the  express  business  over  its  lines  in  the 
state  of  Washington,  $79,919.45,  $24,343.46  of  which  was  for  interstate 
express  business  and  $55,575.99  was  for  express  business  passing  over 
its  lines  wholly  within  the  state  of  Washington. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  express 
company  paid  to  the  Great  Northern  Railway  Company  under  said 
contract,  $102,045.81,  which  includes  the  business  done  on  the  lines  in 
the  state  of  Washington,  both  state  and  interstate. 

That  the  Commission  is  unable  from  the  evidence  before  it  to 
apportion  the  same  between  state  and  interstate  business  save  and 


FINDINGS   APPLICABLE   TO   G.  JST.  RY.  CO.  175 


except  as  the   same   may  be   ascertained  from  the   division   for  tlie 
year  1906. 

No.  48. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Great  Northern 
Railway  Company  received  from  baggage  storage  charges  local  to 
the  state  of  Washington,  the  sum  of  $3,216.53. 

That  for  the  fiscal  year  ending  June  30th,  1906,  said  railway  com- 
pany received  from  baggage  storage  and  excess  baggage  local  to  the 
state  of  Washington,  the  sum  of  $4,132.37.  That  the  said  railway 
company  during  the  said  fiscal  year  received  a  large  sum  of  money 
from  excess  interstate  baggage  charges,  which,  apportioned  to  the  state 
of  Washington  on  a  mileage  basis,  would  show  the  revenue  received  by 
said  road  for  carrying  the  same  over  its  lines  in  the  state  of  Washing- 
ton, amounting  to  the  sum  of  $15,786.23. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 

company  received  from  extra  baggage  and  storage  local  to  the  state 

of  Washington,  the  sum  of  $7,289.91,  and  during  said  fiscal  year  said 

road  received  from   extra  interstate  baggage,  which,  apportioned  to 

the  state  of  Washington  on  a  mileage  basis,  would  amount  to  the 

sum  of  $20,661.69. 

No.  49. 

That  the  Great  Northern  Railway  Company  has  contracts  with  the 
United  States  for  carrying  mail  over  its  lines.  That  the  said  railway 
company  is  paid  for  carrying  said  mail  according  to  its  weight. 

The  Commission  further  finds  that  of  the  mail  carried  in  the  state 
of  Washington,  over  the  lines  of  the  said  railroad,  56.73  per  cent, 
thereof  in  weight  was  interstate  mail  and  43.23  per  cent,  thereof 
was  mail  local  to  the  state  of  Washington. 

That  during  the  said  fiscal  year  the  United  States  paid  the  Great 
Northern  Railway  Company  for  mail  passing  over  its  lines  in  the 
state  of  Washington,  the  sum  of  $122,145.45. 

No.  50. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Great  Northern 
Railway  Company  earned  from  miscellaneous  sources  not  hereinbefore 
specified,  the  following  sums: 

Net  balance  on  switching $  58,528.27 

From  rents  of  buildings,  lands,  etc 14,379.01 

For  rents  of  tracks,  yards,  etc 14,926,35 

From  wharfage,  dockage,  etc 21,517.49 

Demurrage  and  storage  on  freight  and  similar  charges 12,411.02 

From  lunch  stands 4,286.69 

Miscellaneous  earnings  from  telegraph  and  telephone  lines  356.93 

Observation  and  sleeping  cars,  passing  over  the  lines  in  the 
state    of    Washington,    wholly    within    the    state    of 

Washington    18,933.17 

From  interstate  observation  and  sleeping  cars,  basing  the 
same  on  a  mileage  basis,  said  company  earned  in  the 
state  of  Washington 46,129.27 


176  RAILROAD^  COMMISSION  OF  WASHINGTON 

No.  51. 

That  on  that  portion  of  the  line  operated  by  the  Great  Northern 
Railway  Company  known  as  the  Spokane  Falls  &  Northern  proper, 
there  was  carried  for  the  fiscal  year  ending  June  30th,  1905,  over  the 
lines  of  the  said  road,  475,198  tons  of  revenue  earning  freight,  con- 
stituting 28,389,521  ton  miles,  said  ton  miles  of  freight  being  carried 
an  average  distance  of  59.64  miles. 

That  for  the  fiscal  year  ending  June  30th,  1906,  there  was  carried 
over  the  said  Spokane  Falls  &  Northern,  460,573  tons,  constituting 
29,779,554  ton  miles,  said  freight  being  hauled  an  average  distance  of 
64.66  miles. 

That  for  the  fiscal  year  ending  June  30th,  1907,  there  was  carried 
over  the  said  lines,  of  revenue  earning  freight,  504,716  tons,  constitut- 
ing 32,930,545  ton  miles.  That  of  said  ton  miles  so  carried  as  afore- 
said, 1.44  per  cent,  thereof  was  grain,  of  which  71.94  per  cent,  thereof 
was  state  grain  moving  an  average  distance  of  72.36  miles,  and  28.06 
per  cent  thereof  was  interstate,  moving  an  average  distance  of  123.70 
miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  15  per  cent  thereof 
was  lumber,  of  which  65.53  per  cent,  was  state  freight  moving  an  av- 
erage distance  of  36.23  miles,  and  34.47  per  cent,  thereof  was  interstate 
freight  moving  an  average  distance  of  50.61  miles. 

That  of  said  ton  miles  so  carried  as  aforesaid,  15.65  per  cent,  con- 
sisted of  logs  and  other  forest  products  other  than  lumber,  of  which 
84.01  per  cent,  was  state  freight,  being  hauled  an  average  distance 
of  36.77  i^iles,  and  15.99  per  cent,  thereof  was  interstate  freight,  mov- 
ing an  average  distance  of  85.63  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  36.79  per  cent,  there- 
of was  coal  and  ore,  all  of  which  was  interstate,  moving  an  average 
distance  over  the  said  lines  of  89.72  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  5.26  per  cent,  thereof 
consisted  of  freight  in  less  than  car  load,  64.29  per  cent  of  which 
was  state  freight  moving  an  average  distance  of  69.91  miles,  and  35.71 
per  cent,  of  which  was  interstate  freight  moving  an  average  distance 
of  91.30  miles. 

That  the  remainder  of  said  ton  miles  consisted  of  mixed  merchan- 
dise other  than  merchandise  above  mentioned  and  consisted  of  in- 
numerable commodities  carried  at  commodity  rates,  amounting  to 
25.86  per  cent  thereof,  of  which  34.67  per  cent  was  state  freight  moving 
an  average  distance  of  63.60  miles,  and  65.37  per  cent,  thereof  was 
interstate  freight  moving  an  average  distance  of  86.94  miles. 

No.  52. 
That  for  the  fiscal  year  ending  June  30th,  1905,  the  Spokane  Falls 
&  Northern  Railway  Company  carried  over  its  lines  in  the  state  of 
Washington,  126,670  revenue  earning  state  passengers,  constituting^ 
6,313,175  passenger  miles;  that  said  passengers  were  carried  an  aver- 
age distance  of  49.84  miles;  that  the  said  passengers  paid  to  the  said 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO. 


177 


railway  company  an  average  of  $1.78519,  being  an  average  charge  per 
mile  of  $.03582. 

'ihat  for  the  fiscal  year  ending  June  30th,  1906,  the  Spokane  Falls 
&  Nortnern  Railway  Company  carried  over  its  lines  in  the  state  of 
Wasiiington,  141,286  revenue  earning  passengers,  constituting  7,911,- 
744  passenger  miles  and  that  said  passengers  were  carried  an  aver- 
age distance  of  56  miles  each;  that  the  said  passengers  paid  to  the 
said  railway  company  an  average  of  $1.74485  per  passenger,  being  an 
average  charge  per  mile  of  $.03116. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  Spokane  Falls 
&  Northern  Railway  Company  carried  over  its  lines  in  the  state  of 
Washington,  199,457  revenue  earning  passengers,  constituting  10,894,- 
608  passenger  miles;  that  said  passengers  were  carried  an  average 
distance  of  54.62  miles;  that  said  passengers  paid  to  the  said  railway 
company  an  average  of  $1.51631  per  passenger,  being  an  average 
charge  per  mile  of  $.02776. 

No.  53. 

That  the  said  Spokane  Falls  &  Northern  Railway  Company  during 
the  fiscal  j^ears  ending  June  30th,  1905,  1906  and  1907,  had  a  contract 
with  the  Great  Northern  Express  Company  doing  business  over  its 
lines,  by  which  said  company  received  50  per  cent,  of  the  gross  earn- 
ings for  carrying  express  over  the  lines  of  the  said  railroad  company. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  earnings  of 
the  said  Spokane  Falls  &  Northern  Railway  Company  from  express 
business  amounted  to  the  sum  of  $13,297.60. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  earnings  of  the 
said  railway  company  from  express  business  amounted  to  the  sum  of 
$14,084.14. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 
company  received  for  the  carrying  of  express  over  its  lines  the  sum 
of  $18,357.17. 

No.  54. 

That  during  the  said  th-ree  years  ending  June  30th,  1905,-1906,-1907, 
the  Spokane  Falls  &  Northern  Railway  Company  had  contracts  with 
the  United  States  for  carrying  the  mail  over  its  lines  and  that  the  said 
railway  company  was  paid  for  carrying  said  mail  according  to  the 
weight. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  said  railway 
company  earned  from  carrying  mail  the  sum  of  $20,133.58. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  railway 
company  earned  for  carrying  mail  the  sum  of  $20,172.12. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 
company  earned  for  carrying  mail  the  sum  of  $21,167.68. 

No.  55.       ' 
That  for  the  fiscal  year  ending  June  30th,  1905,  the  Spokane  Falls 
&  Northern  Railway  Company  received  from  baggage  storage  charges 
the  sum  of  $2,497.88. 
12— A 


178  RAILROAD   COMMISSION  OF  WASHINGTON 


That  said  company  received  from  other  items  connected  with  trans- 
portation the  sum  of  $8,501.03. 

That  said  company  had  for  said  year  a  car  per  diem  and  mileage 
balance  of  $10,621.25. 

That  said  company  received  from  rents  not  otherwise  provided  for, 
the  sum  of  $5,050.85. 

That  said  company  received  from  other  sources  not  before  speci- 
fied, the  sum  of  $2,413.21. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  company 
received  from  extra  baggage  and  storage,  $2,632.70. 

That  said  company  received  from  other  items  connected  with  trans- 
portation the  sum  of  $4,902.55. 

That  said  company  received  from  other  items  connected  with 
freight  revenue,  $3,357.04. 

That  said  company  received  from  car  per  diem  and  mileage  bal- 
ance the  sum  of  $1,675.16. 

That  said  company  received  from  rents  not  otherwise  specified, 
the  sum  of  $3,749.81. 

That  said  company  received  from  other  sources  than  as  above 
specified,  $147.98. 

That  for  the  fiscal  year  ending  June  30th  ,1907,  the  said  company 
received  from  extra  baggage  and  storage  the  sum  of  $2,936.18. 

That  said  company  received  from  other  items  connected  with  pas- 
senger service  the  sum  of  $6,089.25. 

That  said  company  received  from  other  items  connected  with 
freight  ser^^ice,  the  sum  of  $6,648.98. 

That  said  company  received  from  rents  not  otherwise  provided  for, 
the  sum  of  $4,278.85. 

That  said  company  received  from  other  sources  not  connected  with 
transportation,  the  sum  of  $1,975.01. 

No.  56. 

That  on  that  portion  of  the  line  operated  by  the  Great  Northern 
Railway  Company  known  as  the  Washington  &  Great  Northern  Rail- 
way Company,  there  was  carried  for  the  fiscal  year  ending  June  30th, 
1905,  85,102  tons  of  revenue  earning  freight,  constituting  2,297,854  ton 
miles,  said  freight  moving  an  average  distance  of  27  miles. 

That  for  the  fiscal  year  ending  June  30th,  1906,  there  was  moved 
over  the  said  line  171,944  tons  of  revenue  earning  freight,  constitut- 
ing 4,699,548  ton  miles,  which  freight  was  carried  an  average  distance 
of  27.33  miles. 

That  for  the  fiscal  year  ending  June  3uth,  1907,  there  was  carried 
over  said  line  201,486  tons  of  revenue  earning  freight,  constituting 
7,052,416  ton  miles,  said  freight  being  moved  an  average  distance  of 
35.10  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
.68  per  cent,  thereof  consisted  of  grain,  of  which  21.49  per  cent,  was 
state  freight,  moving  an  average  distance  of  17.81  miles,  and  78.51  per 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^79 


cent,  thereof  was  interstate  freight  moving  an  average   distance   of 
37.53  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
1.59  per  cent  thereof  consisted  of  lumber,  of  which  74.96  per  cent, 
was  state  freight  moving  an  average  distance  of  22.64  miles,  and  25.04 
per  cent,  thereof  was  interstate  freight  moving  an  average  distance 
of  24.66  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
1.22  per  cent,  thereof  consisted  of  forest  products  other  than  lumber, 
of  which  41.76  per  cent,  thereof  was  state  freight  moving  an  average 
distance  of  28.93  miles,  and  58.24  per  cent,  thereof  was  interstate 
freight  moving  an  average  distance  of  15.62  miles. 

That  of  said  ton  miles  so  carried  as  aforesaid,  approximately 
45.63  per  cent,  thereof  was  coal  and  coke,  all  of  which  was  interstate 
freight,  and  moved  an  average  distance  of  22,29  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid,  approximately 
5.68  per  cent  thereof  consisted  of  merchandise  in  less  than  car  load, 
59.03  per  cent,  of  which  was  state  freight  moving  an  average  distance 
of  49.23  miles,  and  40.97  per  cent,  thereof  was  interstate  freight  mov- 
ing an  average  distance  of  39.21  miles. 

That  of  said  ton  miles  so  moved  as  aforesaid  .approximately  25  per 
cent,  thereof  consisted  of  ore,  all  of  which  was  interstate  and  moved 
an  average  distance  of  23.22  miles. 

That  the  remaining  ton  miles  so  moved  as  aforesaid,  consisted  of 
miscellaneous  freight  covering  a  great  number  of  commodities,  amount- 
ing to  approximately  20.20  per  cent,  thereof,  which  is  here  classified 
as  other  car  loads,  and  which  was  moved  an  average  distance  of 
50  miles. 

No.  57. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Wahsington 
&  Great  Northern  Railway  Company  carried  over  its  lines  in  the 
state  of  Washington,  37,693  passengers,  constituting  889,861  passenger 
miles;  that  said  passengers  were  carried  an  average  distance  of  23.61 
miles;  that  said  passengers  paid  to  the  said  railway  company  an  aver- 
age of  $.17103,  being  an  average  charge  per  mile  of  $.04113. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  railway 
company  carried  over  its  lines  in  the  state  of  Washington  53,813  pas- 
sengers, constituting  1,228,863  passenger  miles,  said  passengers  being 
carried  an  average  distance  of  22.83  miles;  that  the  average  amount 
received  from  each  passenger  was  $1.02609,  making  an  average  charge 
per  mile  of  $.04493. 

That  for  the  fiscal  year  ending  Jnue  30th,  1907,  the  said  company 
carried  over  its  lines  in  the  state  of  Washington,  66,642  passengers, 
constituting  2,013,580  passenger  miles,  said  passengers  being  carried 
an  average  distance  of  30.21  miles;  that  the  average  amount  paid  by 
each  passenger  was  the  sum  of  $.96081,  being  an  average  charge  per 
mile  of  $.0318. 


180  RAILROAD   COMMISSION  OF  WASHINGTON 

No.  58. 

That  the  Washington  &  Great  Northern  Railway  Company  had  a 
contract  with  the  Great  Northern  Express  Company  for  carrying 
express  over  its  lines  for  the  fiscal  years  ending  June  30th,  1905- 
1906-1907. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  said  railway 
company  received  for  carrying  express  over  its  lines  $1,198.94, 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  railway 
company  received  for  carrying  express  over  its  lines  $2,232.04. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 
company  received  for  carrying  express  over  its  lines  $2,780.43. 

No.  59. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  said  W^ashlng- 
ton  &  Great  Northern  Railway  Company  received  for  carrying  mail 
over  its  lines  the  sum  of  $2,605.22. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  railway 
company  received  for  carrying  mail  over  its  lines  the  sum  of  $2,862.99. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 
company  received  for  carrying  mail  over  its  lines  the  sum  of  $6,938.82. 

No.  60. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  said  Washing- 
ton &  Great  Northern  Railway  Company  received  from  charges  for 
extra  baggage  and  storage  the  sum  of  $262.98. 

And  from  other  sources  not  connected  with  revenue,  $150.20. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  Washing- 
ton &  Great  Northern  Railway  Company  received  from  charges  for 
extra  baggage  and  storage  the  sum  of  $286.92. 

For  miscellaneous  tiems  connected  with  freight  earnings  the  sum 
of  $277.18. 

For  rents  the  sum  of  $11.00. 

That  for  fiscal  year  ending  June  30th,  1907,  the  said  railway  com- 
pany received  from  extra  baggage  and  storage  $358.51. 

From  miscellaneous  items  connected  with  passenger  revenue  the 
sum  of  $71.44. 

From  miscellaneous  items  connected  with  freight  revenue  the  sum 
of  $491.77. 

From  rents  $83.50. 

No.  61. 

That  on  that  portion  of  the  line  operated  by  the  Great  Northern 
Railway  Company  known  as  the  Columbia  &  Red  Mountain  Railway 
Company,  there  was  moved  for  the  fiscal  year  ending  June  30th,  1905, 
158,233  tons  of  revenue  earning  freight,  constituting  1,028,515  ton  miles, 
moving  an  average  distance  of  6.50  miles. 

That  for  the  fiscal  year  ending  June  30th,  1906,  there  was  carried 
over  the  said  line  68,144  tons  of  revenue  earning  freight,  constituting 
483,800  ton  miles,  carried  an  average  distance  of  7.10  miles,   (there 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  jgi 


being  carried  for  the  year  1906,  approximately  90,000  tons  of  ore  less 
than  in  1905.) 

That  for  the  year  ending  June  30th,  1907,  there  was  carried  over 
the  said  lines  93,178  tons,  constituting  650,246  ton  miles,  carried  an 
average  distance  of  6.97  miles. 

That  said  line,  as  before  stated,  extends  from  Northport  to  the 
International  boundary  where  it  connects  with  a  line  extending  to 
Rossland,  B.  C.  That  practically  all  the  freight  moving  over  said  line 
is  interline  freight,  practically  none  originating  on  the  line  of  the 
Columbia  &  Red  Mountain,  and  was  practically  international  in  its 
character. 

No.  62. 

That  for  the  fiscal  year  ending  June  30th,  1905,  the  Columbia  & 
Red  Mountain  Railway  Company  carried  over  its  lines  in  the  state  of 
Washington  13,273  passengers,  constituting  99,680  passenger  miles; 
that  said  passengers  were  carried  an  average  distance  of  7.51  miles; 
that  the  said  passengers  paid  to  the  said  railway  company  an  average 
of  $.28696,  being  an  average  charge  per  mile  of  $.03821. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  railway 
company  carried  over  its  lines  in  the  state  of  Washington,  13,780 
passengers  ,constituting  103,480  passenger  miles;  that  said  passen- 
gers were  carried  an  average  distance  of  7.51  miles;  that  said  pas- 
sengers paid  an  average  of  $.27194  per  passenger,  being  an  average 
charge  per  mile  of  $.03717. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  said  railway 
company  carried  over  its  lines  in  the  state  of  Washington  15,009 
passengers,  constituting  112,718  passenger  miles;  that  said  passengers 
were  carried  an  average  distance  of  7.51  miles;  that  said  passengers 
paid  said  railway  company  an  average  of  $.27999,  being  an  average 
charge  per  mile  of  $.03728. 

No.  63. 

That  during  the  said  years  the  Columbia  &  Red  Mountain  Railway 
Company  had  a  contract  with  the  Great  Northern  Express  Company 
for  operating  over  its  lines,  by  which  each  company  received  50  per 
cent,  of  the  gross  earnings. 

That  said  company  received  from  the  express  business  over  its 
lines  for  the  year  ending  June  30th,  1905,  the  sum  of  $495.40;  for  the 
year  ending  June  30th,  1906,  the  sum  of  $488.51,  and  for  the  year 
ending  June  30th,  1907,  the  sum  of  $591.90. 

That  during  the  said  time  the  said  company  received  for  the  car- 
rying of  mail  for  the  fiscal  year  ending  June  30th,  1905,  the  sum  of 
$738.88;  for  the  fiscal  year  ending  June  30th,  1906,  the  sum  of  $729.59, 
and  for  the  fiscal  year  ending  June  30th,  1907,  the  sum  of  $568.53. 

That  said  railway  company  received  from  charges  for  excess  bag- 
gage and  storage  for  the  year  ending  June  30th,  1905,  the  sum  of 
$52.92;  for  the  fiscal  year  ending  June  30th,  1906,  the  sum  of  $50.13, 
and  for  the  fiscal  year  ending  June  30th,  1907,  the  sum  of  $54.12. 


182  RAILROAD   COMMISSION  OF  WASHINGTON 


That  during  such  time  it  received  from  other  sources  not  connected 
with  transportation  for  the  fiscal  year  ending  June  30th,  1905,  the 
sum  of  $41.76;  for  the  fiscal  year  ending  June  30th,  1906,  the  sum  of 
$132.18,  and  for  the  fiscal  year  ending  June  30th,  1907,  the  sum  of 
$207.37. 

No.  64. 

That  as  hereinbefore  stated  the  Great  Northern  Railway  Company- 
was  an  operating  company,  controlling  the  lines  operated  by  it  through 
contracts  and  leases,  or  by  virtue  of  owning  the  capital  stock,  or  a 
majority  of  the  capital  stock  and  muniments  of  title  of  the  companies 
and  roads  operated  by  it  down  to  Nov.  1,  1907. 

That  the  said  Great  Northern  Railway  Company  operated  the  fol- 
lowing described  roads,  to-wit: 

The  Seattle  &  Montana  Railroad  Company,  with  a  mileage  of 
215.99  miles. 

The  Crows  Nest  Southern  Railv/ay  Company,  with  a  mileage  of 
199.66  miles. 

The  St.  Paul,  Minneapolis  &  Manitoba  Railway  Company,  with  a 
mileage  of  3,875.23  miles. 

The  Park  Rapids  &  Leech  Lake  Railway  Company  with  a  mileage 
of  49.04  miles. 

The  Dakota  &  Great  Northern  Railway  Company,  with  a  mileage 
of  282.35  miles. 

The  Minnesota  &  Great  Northern  Railway  Company,  with  a  mileage 
of  41.09  miles. 

The  Duluth,  Superior  &  Western  Terminal  Company,  with  a  mile- 
age of  5.28  miles. 

The  Eastern  Railway  Company  of  Minnesota,  with  a  mileage  of 
486.89  miles. 

The  Montana  &  Great  Northern  Railway  Company,  with  a  mileage 
of  142.99  miles. 

The  Duluth  Terminal  Company,  with  a  mileage  of  1.82  miles. 

The  Minneapolis  Union  Railway  Company,  with  a  mileage  of  2.63 
miles. 

The  Spokane  Falls  &  Northern  Railway  Company,  with  a  mileage 
of  130.51  miles. 

The  Red  Mountain  Railway  Company,  with  a  mileage  of  9.59  miles. 

The  Columbia  &  Red  Mountain  Railway  Company,  with  a  mileage 
of  7.5  miles,  and 

The  Washington  &  Great  Northern  Railway  Company,  with  a 
mileage  of  89.90  miles. 

The  Great  Northern  Railway  Company  also  has  trackage  rights 
from  Casselton  to  Fargo,  19.06  miles,  and  from  Tilden  Junction  to 
Red  Lake  Falls,  Minn.,  with  a  mileage  of  10.57  miles,  and  from  Lowell, 
Wash.,  to  Delta,  Wash.,  with  a  mileage  of  2.75  miles. 

Making  a  total  mileage  operated  by  it  of  5,562.75  miles. 

That  the  Seattle  &  Montana  Railway  Company  was  organized  with 
a  capital  stock  of  $14,000,000.00,  all  of  which,  with  the  exception  of 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  ^gg 


$450,000  worth,  par  value,  is  owned  by  the  Great  Northern  Railway 
Company. 

The  entire  capital  stock  of  the  Crows  Nest  Southern  Railway  Com- 
pany is  owned  by  the  Great  Northern  Railway  Company,  as  before 
stated. 

That  the  St.  Paul,  Minneapolis  &  Manitoba  Railroad  Company 
was  organized  with  a  capital  stock  of  $20,000,000.00,  $19,664,000.00 
par  value  of  said  capital  stock  being  owned  by  the  Great  Northern 
Railway  Company. 

That  the  Park  Rapids  &  Leech  Lake  Railway  Company  was  organ- 
ized with  a  capital  stock  of  $500,000.00,  all  of  which  is  owned  by  the 
Great  Northern  Railway  Company. 

That  the  Eastern  Railway  Company  of  Minnesota  was  organized 
with  a  capital  stock  of  $16,000,000.00,  $11,000,000.00  of  which  is  owned 
by  the  Great  Northern  Railway  Company  and  $5,000,000.00  of  which 
is  owned  by  the  said  railway  company  as  trustee  for  the  benefit  of 
the  stockholders  of  the  St.  Paul,  Minneapolis  &  Manitoba  Railway 
Company. 

That  The  Montana  &  Great  Northern  Railway  Company  was  organ- 
ized with  a  capital  stock  of  $7,000,000.00,  all  of  which  is  owned  by  the 
Great  Northern  Railway  Company. 

The  Minneapolis  &  Union  Railway  Company  was  organized  with 
an  authorized  capital  stock  of  $1,000,000.00,  $500,000.00  of  which  has 
been  issued  and  is  owned  by  the  Great  Northern  Railway  Company. 

The  Spokane  Falls  &  Northern  Railway  Company  was  organ- 
ized with  a  capital  stock  of  $2,812,000.00,  of  which  $2,809,000.00  is 
owned  by  the  Great  Northern  Railway  Company. 

That  the  Nelson  &  Fort  Sheppard  Railway  Company  was  organized 
with  a  capital  stock  of  $1,500,000.00,  all  of  which  is  owned  by  the 
Great  Northern  Railway  Company. 

The  Red  Mountain  Railway  Company  was  organized  with  a  capital 
stock  of  $190,600.00,  all  of  which  is  owned  by  the  Great  Northern  Rail- 
way Company. 

That  the  Columbia  &  Red  Mountain  Railway  Company  was  organ- 
ized with  a  capital  stock  of  $264,400.00,  all  of  which  is  owned  by  the 
Great  Northern  Railway  Company, 

That  the  Dakota  &  Great  Northern  Railway  Company  was  organized 
with  a  capital  stock  of  $2,000,000.00,  all  of  which  is  owned  by  the 
Great  Northern  Railway  Company. 

That  the  Washington  &  Great  Northern  Railway  Company  was 
organized  with  a  capital  stock  of  $2,000,000.00,  all  of  which  is  owned 
by  the  Great  Northern  Railway  Company. 

That  the  Minnesota  &  Great  Northern  Railway  Company  was 
organized  with  an  authorized  capital  stock  of  $2,500,000.00.  All  ad- 
vances for  construction  have  been  made  by  the  Great  Northern  Rail- 
way company  and  stock  will  be  issued  to  and  controlled  by  it. 

That  the  Duluth,  Superior  &  Western  Terminal  Company  was 
organized    with    a    total    capital    stock    of    $2,000,000.00.      The    Great 


134  RAILROAD   COMMISSION  OF  WASHINGTON 

Northern  Railway  Company  is  the  lessee  of  said  road  for  99  years 
from  May  1st,  1902,  at  an  annual  rental  of  $20,000.00  and  taxes. 

That  the  funded  or  mortgage  indebtedness  on  the  lines  hereinbe- 
fore mentioned,  the  payment  of  which  mortgage  indebtedness  has  been 
guaranteed  by  the  Great  Northern  Railway  Company  and  which  is 
outstanding  and  in  the  hands  of  the  public,  amounts  to  the  sum  fo 
$100,227,939.39,  and  is  made  up  as  follows: 

$6,470,000.00  mortgage  bonds  of  the  St.  Paul,  Minneapolis  &  Man- 
itoba Railroad  Company,  bearing  interest  at  6  per  cent,  and  falling  due 
October  1st,  1909. 

$4,930,000.00  of  the  Dakota  extension  of  the  St.  Paul,  Minneapolis 
&  Manitoba  Railroad  Company,  bearing  interest  at  6  per  cent,  and 
falling  due  in  1910. 

$13,345,000.00  of  the  St.  Paul,  Minneapolis  &  Manitoba  Railroad 
Company  consolidated  mortgage,  falling  due  July  1st,  1933,  bearing 
interest  at  6  per  cent.,  and  $19,250,000.00  of  the  same  mortgage  bear- 
ing interest  at  4  per  cent. 

$10,185,000.00  of  the  Montana  extension  of  the  St.  Paul,  Minneapolis 
&  Manitoba  Railroad  Company,  bearing  interest  at  4  per  cent  and 
falling  due  June  1st,  1937. 

$19,393,939.39  of  the  Pacific  extension  mortgage  of  the  St.  Paul, 
Minneapolis  &  Manitoba  Railroad  Company,  being  50  year  sterling 
bonds  maturing  July  1st,   1940,  and  bearing  interest  at  4   per   cent. 

$4,700>000.00  bonds  of  the  Eastern  Railway  Company  of  Minnesota 
First  div^sion,  falling  due  July  1st,  1908,  bearing  interest  at  5  per  cent. 

$5,000,000.00  bonds  of  the  Eastern  Railroad  Company  of  Minnesota, 
Northern  division,  bearing  interest  at  4  per  cent  and  falling  due 
July  l:jt,  1948. 

$6,000,000.00  bonds  of  the  Montana  Central  Railway  Company,  bear- 
ing interest  at  6  per  cent.,  and  $4,000,000.00  of  said  company,  bearing 
interest  at  5  per  cent,  said  two  sums  maturing  July  1st,  1937. 

$3,646,000.00  of  bonds  of  the  Willmar  &  Sioux  Falls  Railway  Com- 
pany, bearing  interest  at  5  per  cent,  and  falling  due  June  1st,  1938. 

$2,150,000.00  of  Minneapolis  Union  Railway  Company  bonds,  bear- 
ing interest  at  6  per  cent.,  and  $650,000.00  of  said  mortgage  bonds, 
bearing  interest  at  5  per  cent.,  maturing  July  1st,  1922. 

$500,000.00  bonds  of  the  Minneapolis  Western  Railway  Compayn, 
bearing  interest  at  5  per  cent,  and  maturing  July  1st,  1911. 

That  the  capital  stock  of  the  Great  Northern  Railway  Company 
consists  of  2,100,000  shares  of  the  par  value  of  $100.00  each,  consti- 
tuting $210,000,000.00  worth  par  value,  of  which  $149,577,300.00  has 
been  issued  and  $60,000,000.00  par  value  has  been  authorized  to  be 
issued. 

That  the  stock  of  the  Great  Northern  Railway  Company  has  sold 
as  expressed  in  the  figures  hereinafter  given,  the  first  figures  showing 
the  lowest  price  paid  during  the  month  and  the  second  figures  showing 
the  highest  price  paid  during  such  month. 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  135 


For  the  year  1903: 

January   200%  209 

February    200  208 

March 200  209 

April  190 

May     I891/2 

July 173  190 

August    165  175 

September 170 

October    160  165 

November    168 

For  the  year  1904: 

January  177 

March  170  186 

April 173  180 

May     175 

July 175  180 

October    185  195 

November  196  230 

December    216  2431^ 

For  the  year  1905: 

January   236  254 

February   250  300 

March 290  310 

April   270  335 

May    265  296 

June    278  '284 

July     281  2941/3 

August     287  326 

September 3111/2  327% 

October    314  3271/2 

November 264  315 

December 268  292 

For  the  year  1906: 

January  283  326% 

February   305i^  348 

March     3O81/2  327 

April   382  327y2 

May • 275  307% 

June    278y2  309 

July     275  298^ 

August    2931^  324 

September 324  341 

October    314  33814 

November  314  3331^ 

December    320 


18g  RAILROAD   COMMISSION  OP  WASHINGTON 

For  the  year  1907: 

January    164  189% 

February  159  171% 

March     126  lesy^ 

May    , 123  ISSVa 

June 122  1321/2 

July 130  138% 

August   114  13314 

September    123%  132 

October    107y2  131% 

November   109  116% 

December    112%  122% 

That  the  bonds  represented  in  the  bond  issue  of  $6,470,0000.00  of 
6  per  cent,  bonds  maturing  in  1909,  and  $4,439,000.00  maturing  in  1910, 
of  the  St.  Paul,  Minneauolis  &  Manitoba  Railway  Company,  sold  in 
the  open  market  as  follows: 
For  the  year  1903: 

January   113% 

February  113%  ...    . 

September 110% 

December    110% 

For  the  year  1904: 

February  110% 

April   107% 

May    .^ 109 

July '. 110% 

August     110%  111 

September     111%  112 

October    IO91/2  109% 

November   110  110% 

December    110% 

For  the  year  1905: 

January  ilO%  111 

May 108% 

July 113 

October 107%  108 

November  108 

December    108% 

For  the  year  1906: 

March    109%  IO91/2 

April   106% 

September   108 

November   105% 

For  the  year  1907: 

January  IO51/2  105% 

May    103 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  137 

June    103% 

December    101 

That  the  bonds  represented  by  the  $13,344,000.00  issue  bearing  in- 
terest at  6  per  cent,  included  in  the  $32,594,000.00  consolidated  bond 
issue  of  the  St.  Paul,  Minneapolis  &  Manitoba  Railroad  Company  sold 
in  the  open  market  as  follows: 

For  the  year  1903: 

January I341/2  1351/2 

February  1341/2  134% 

April     1311/2  1321/2 

May     1321/2  1331/8 

June   132 

July     12714  127% 

September    128 

October 128%  131% 

November   132i4 

December    133 

For  the  year  1904: 

January  130  131 

February   130%  131 

March 131  132 

June    132 

July 132%  132% 

August   1331/2  1333^ 

September 134  134% 

October    134% 

For  the  year  1905: 

February  '.  137 

March 137  138 

April   136  137 

June    ; 139 

July  138% 

August   138% 

September 139 

October    139%  140 

November   139% 

December    139y8 

For  the  year  1906: 

January  136%  137^/2 

February   137y8  137y2 

May    133% 

June    1331/2 

October    133 

November   133% 


188  RAILROAD  COMMISSION  OF  WASHINGTON 

For  the  year  1907: 

January  131 

March 131 

April 131 

May 131 

June   130 

October    125 

November  119 

That  the  bonds  represented  by  the  issue  of  $19,250,000.00  worth  con- 
tained in  said  $32,594,000.00  bond  issue  last  mentioned,  sold  in  the 
open  market  as  follows: 

For  the  year  1903: 

January  110%  lliy2 

February   Ill  111% 

April 109  llOYa 

May Ill 

June 110%  llOYs 

July 108 

August  107 

September 108 

October   108  108% 

November   110  ^2 

December    109%  110 

For  the  year  1904: 

January  .- 107y2  108% 

February   .^ 1071/2 

March    .' 107% 

April   108%  1081/3 

May    109 

June       110 

July 108% 

October    111%  112% 

November  111%  lliys 

For  the  year  1905: 

January  112  112% 

February   111% 

March    Ill  111% 

May 111% 

June    113y2  113% 

July     Iliy2 

October    inVs  115 

November    113%  113% 

December    113% 

For  the  year  1906: 

Juanary 112M> 

February   112 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  139 

March     llOVa  mV2 

April 110%  lllVa 

May    110% 

June    lllVs 

August 107%  108 

September    107% 

October    109% 

November  Ill 

December    Ill 

For  the  year  1907: 

January   108  108% 

February  IO81/2 

March   108  108% 

May    107% 

June   107% 

July 1051/0 

October    104 

December    102  103% 

That  the  bonds  represented  in  the  St.  Paul,  Minneapolis  &  Manitoba 

Montana   extension  amounting  to   $10,185,000.00,  bearing  interest   at 
4  per  cent.,  sold  in  the  open  market  as  follows: 

For  the  year  1903 : 

January   103%  104 

February    102  103 

March  102%  108 

April 1021/2 

May     102y2 

June   100 

July 100  1011/2 

August  100  101 

September 101 

October   101  IO21/2 

November   101%  102% 

December    100  101 

For  the  year  1904: 

January  100  IOI14 

February   101  101% 

March    101  101% 

April   101%  101% 

May    102  103 

July 103 

August 103%  104 

September IO314 

October    103%  104 

November  / 104  104i^ 

December    •. 103  103i^ 


190 


RAILROAD   COMMISSION  OF  WASHINGTON 


For  the  year  1905: 

January   lOSVo  104 

February    104  104y2 

March    ♦ IOZV2  104% 

April     104  4-0  105 

June    103  103^ 

July    104 

August    104% 

September     104% 

October    104y8  105y2 

November   104y2  105% 

December    10278  103 

For  the  year  1906: 

January lOSyo  104% 

February   lOSyg  103% 

March    102 

May    1031^ 

June   102% 

July 100  100% 

August   101 

September    100% 

November  101    "  101^^ 

December    100 

For  the  year  1907: 

March    9772 

April   ....'. 99  lOOya 

May    99% 

June    87%  99 

July 98%  '98y2 

August   98y2 

September    97 

October    96^^ 

November 94  94% 

December    93%  93% 

That  those  certain  bonds  represented  by  the  St.  Paul,  Minneapolis 
&  Manitoba  Pacific  extension,  aggregating  $19,393,939.39,  were  sterling 
bonds  and  sold  to  and  held  by  residents  of  the  United  Kingdom. 

That  the  Commisison  has  been  unable  to  ascertain  any  evidence 
tending  to  show  that  said  bonds  had  ever  been  sold  in  the  market 
in  the  United  States  and  the  Commission  has  been  unable  to  ascer- 
tain their  market  value. 

That  the  bonds  represented  in  the  issue  hereinbefore  mentioned 
of  the  Eastern  Railway  Company  of  Minnesota,  First  division,  for 
the  sum  of  $4,700,000.00,  bearing  interest  at  5  per  cent.,  have  sold  in 
the  open  market  as  follows: 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  191 


For  the  year  1903: 

February   105^4 

April 1031/0 

May     104 

July 103 

August   103                      104 

For  the  year  1904: 

August    1041/2 

October    102% 

For  the  year  1905: 

March 104% 

August 1041/8 

September    104% 

October    102% 

For  the  year  1906: 

April  101% 

July    10iy2 

August 101% 

December    101%                  101% 

For  the  year  1907: 

May    lOOya 

June    '. 100%                  lOOya 

August  100% 

September     100%                  100% 

December    .• 99 

That  those  certain  bonds  for  the  sum  of  $6,000,000.00  represented 

by  the  bond  issue  of  Montana  Central  Railroad  Company,  falling  due 
in  1937,  bearing  interest  at  6  per  cent,  hereinbefore  mentioned,  sold 
in  the  open  market  as  follows: 

For  the  year  1903: 

January   134                     134% 

March     '  134 

For  the  year  1904: 

April  133                      135% 

For  the  year  1905: 

January 135 

September     136% 

For  the  year  1906: 

January 136 

February   136 

May    134 

June    134% 

vOctober   133 


1952      -  RAILROAD   COMMISSION  OF  WASHINGTON 

For  the  year  1907: 

February   131i^ 

April     130  131 

August    125 

That  those  certain  bonds  represented  by  said  bond  issue  last  men- 
tioned for  $4,000,000.00,  bearing  interest  at  5  per  cent.,  sold  in  the  open 
market  as  follows: 

For  the  year  1903: 

May    lisyo 

August    1101/2  115 

September    110^4 

October    114ys  116y2 

December    115%  121 

For  the  year  1904: 

March    1141/2 

September    116% 

For  the  year  1905: 

February 118% 

October    120 

December    119%  120 

For  the  year  1906: 

February * 119i^ 

March llSVa  II914 

August   116 

For  the  year  1907: 

April  112 

May    1151/2 

December    105 

That  those  certain  bonds  represented  by  the  bond  issue  of  the  Will- 
mar  &  Sioux  Falls  Railway  Company  for  the  sum  of  $3,646,000.00, 
bearing  interest  at  5  per  cent.,  and  falling  due  in  1938,  hereinbefore 
mentioned,  sold  in  the  open  market  as  follows: 

For  the  year  1903: 
December 114% 

For  the  year  1904: 
January  117 

For  the  year  1905: 
October    121% 

For  the  year  1906: 
December    II514 

That  those  certain  bonds  represented  by  the  issue  of  the  Minne- 
sota Union  Railway  Company,  falling  due  in  1922,  for  the  sum  of 
$2,150,000.00,  bearing  interest  at  the  rate  of  6  per  cent,  contained  in 
the  issue  of  $2,800,000.00  above  referred  to,  sold  in  the  open  market  as 
follows : 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO. 


193 


For  the  year  1905: 

April   

May    


123 
124 


That  the  Commission  has  been  unable  to  ascertain  any  evidence 
showing  that  any  of  the  remainder  of  said  bonds  have  sold  in  the  open 
market,  and  have  been  unable  to  find  that  the  bonds  above  described 
have  been  sold  at  times  other  than  as  above  set  forth. 

No.  65. 

The  Great  Northern  Railway  Company  employed  upon  its  lines  in 
the  state  of  Washington,  excluding  general  officers,  the  following 
employees  for  the  years  hereinafter  named,  to  whom  it  paid  an  aver- 
age daily  wage  as  follows: 

FOR  THE   YEAR  1905. 


Class. 


Other  officers 

General  office  clerks. 

Station  agents 

Other  station  men  . . . 

Engimen 

Firemen  

Conductors 

Other  trainmen 

Machinists 

Carpenters  

Other  shopmen 


Num- 
ber. 


116 

107 

254 

66 

49 


Total 

days 

worked. 


723 


17,652 
48,544 
25,670 
25,992 
21,285 
39,212 
15, 126 
18,993 
154,337 
9Q  410 


Total 
annual 
compensa- 
tion. 


40, 
91, 

110, 
70, 
79, 
98, 
55, 
49, 

311, 
52. 


776  95  ! 
262  71  i 
896  06  I 
766  35 
180  65  ! 
814  00  I 
663  78  I 
191  25 
760  31  I 
643  26  I 


Aver- 
age 
daily 
wage. 


15,825  28         $8  06 


2  31 

1  88 
4  32 

2  73 

3  72 

2  52 

3  68 
2  59 
2  02 
1  79 


ADDENDA. 

The  table  showing  the  wages  paid  to,  the  number  of  days 
worked  by  and  the  average  compensation  of  employees  found  on 
page  193  is  compiled  from  the  report  made  to  the  Railroad  Com- 
mission by  the  company.  The  Interstate  Commerce  Commission 
in  Its  rules  of  instructions  to  the  railroads  provided  that  the  num- 
ber of  employees  should  be  determined  "from  the  pay  rolls  on 
June  30th,  1908."  The  number  reported  probably  does  not  in- 
clude any  employees  not  on  actual  duty  on  said  date. 


Semiuu  xummcu .4»....^.^ .™ 

other  trackmen 

Switch  and  crossing  tenders  and  watchmen. 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 


Total 4,204 


12 
118 
702 


321,82a 

4,802 

28,861 

140,863 


511 

6, 530  48 

65,515  43 

298,607  62 


993,022     12,068,156  32 

r 


1  36 

2  27 
2  12 


13— A 


19<^  RAILROAD   COMMISSION  OP  WASHINGTON 

For  the  year  1907: 

February  131i^ 

April     130  131 

August   125 

That  those  certain  bonds  represented  by  said  bond  issue  last  men- 
tioned for  $4,000,000.00,  bearing  interest  at  5  per  cent.,  sold  in  the  open 
market  as  follows: 

Fqr  the  year  1903: 

May    1181/2 

August    1101/2  115 

September    llOi^ 

October    lUVs  llGi/g 

December    115%  121 

For  the  year  1904: 

March    114i^ 

September 116% 

For  the  year  1905: 

February II814 

October    120 

December    119%  120 

For  the  year  1906: 

February * 119^4 

March llSVs  119^ 

August 116 


— ...xxt^u  uxxoiuu  uuiuujiii  uuxxuo  i^yrcaeuteu  uy — Lue  issue  01  the  Minne- 
sota Union  Railway  Company,  falling  due  in  1922,  for  the  sum  of 
$2,150,000.00,  bearing  interest  at  the  rate  of  6  per  cent,  contained  in 
the  issue  of  $2,800,000.00  above  referred  to,  sold  in  the  open  market  as 
follows: 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO. 


193 


For  the  year  1905: 

April   

May    


123 
124 


That  the  Commission  has  been  unable  to  ascertain  any  evidence 
showing  that  any  of  the  remainder  of  said  bonds  have  sold  in  the  open 
market,  and  have  been  unable  to  find  that  the  bonds  above  described 
have  been  sold  at  times  other  than  as  above  set  forth. 

No.  65. 

The  Great  Northern  Railway  Company  employed  upon  its  lines  in 
the  state  of  Washington,  excluding  general  officers,  the  following 
employees  for  the  years  hereinafter  named,  to  whom  it  paid  an  aver- 
age daily  wage  as  follows: 

FOR  THE  YEAR  1905. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Engimen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters  

Other  shopmen 

Section  foremen 

Other  trackmen ; . 

Switch  tenders, crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 


Num- 
ber. 


62 


115 
107 
254 


684 

89 

1,692 

17 

74 

524 


Total 

days 

worked. 


723 


17,652 
48,544 
25,670 
25,992 
21,285 
39,212 
15,126 
18,993 

154,337 
29,410 

282,172 

5,688 

24,496 

318, 186 


Total i    4,114       1,027,316    $2,157,510  82 


Total 
annual 
compensa- 
tion. 


?5,825  28 


40, 776 
91,262 

110,896 
70, 766 
79,180 
98,814 
55,663 
49,191 

311, 760 
52.643 

395,040 

7,767 

56,095 

731,827 


Aver- 
age 
daily 
wage. 


18  06 


2  31 

1  88 
4  32 

2  73 

3  72 

2  52 

3  68 


30 


?2  10 


FOR  THE  YEAR  1906. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  and  crossing  tenders  and  watchmen. 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 


Total. 


Num- 
ber. 


57 
350 
127 
153 
153 
333 

51 

56 
376 

95 
1,624 

12 

lis 

702 


Total 

days 

worked. 


811 


4,204 


21,159 
70,911 
31,398 
31.244 
26,161 
57,  346 
20,038 
17,349 

185,  948 
34,  321 

321,820 
4,802 
28,861 

140, 853 


993,022 


Total 
annual 
compensa- 
tion. 


$6,530  48 


age 
daily 
wage. 


48,030  60 
129,  766  90  I 
131,873  51  i 

83,421  58  I 

96,271  88  j 
123,868  41 

73,941  86  I 

44,238  72  I 
386,772  79  ! 

61,091  56 

511.694  50 

6, 530  48 

65,515  43 
298,607  62 


12,068,156  32 


8  06 


2  27 

1  83 
4  20 

2  67 

3  68 

2  16 

3  69 
2  55 
2  08 
1  78 
1  59 

1  S6 

2  27 
2  12 


13— A 


194 


RAILROAD   COMMISSION  OF  WASHINGTON 


FOR  THE  YEAR  1907. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters . 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  tenders,  crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 


Total. 


Num- 
ber. 


440 
164 
221 
194 
438 
150 
101 

1,396 
96 

2,225 

17 

156 

714 


Total      1 

days       I 

worked,    j 


Total 

annual 

compenaa- 

tion. 


821 


7,284  66 


21,187  I 
90,023  i 
47,393  1 
47,672  I 
41,4S0  I 
75,646 
29,698 
22,201 

242, 242 
35,116 

520,896 

5,595 

34, 137 

135,209 


,378  I     1,349,216      2,913,863  13 


51,  575  38 
171,043  77 
204,261  81 
129,666  91 
151,229  5U 
192,897  74 
108,687  09 

65,270  53 
500,018  90 

68,475  78 

885, 523  01 

6,993  27 

81,588  17 


dally 
wage. 

18  87 


2  44 

1  90 
4  31 

2  72 

3  65 

2  65 

3  66 
2  94 
2  06 
1  98 
1  70 

1  25 

2  39 
2  14 


|2  16 


FOR  THE  YEAR  1908. 


Class. 


Other  officers 

General  office  clerks 

Station  agents 

Other  station  men 

Enginemen  

Firemen     . . . .' 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  tenders, crossing  tenders  and  watchmen 

Telegraph  operators  and  dispatchers 

All  other  employes  and  laborers 

Total 


Num- 
ber. 


Total 

days 

worked. 


10 

54 

82 

449 

159 

175 

149 

279 

160 

115 

578 

188 

3,515 

89 

116 

294 

6,362 


3,668 
23,362 
22,302 
87,807 
47.840 
48,530 
43,390 
77, 455 
35,803 
43,118 

325,242 
35,943 

582,  936 
10, 190 
39,536 

147.627 


1,574.744 


Total 
annual 
compensa- 
tion. 


$48, 

74, 

57, 

178, 

220, 

H3, 

173, 

216, 

138, 

119 

712, 

75, 

1,049, 

14, 

105, 

329, 


958  25 
453  50 
762  05 
247  80 
062  75 
164  80 
994  85 
973  40 
558  00 
422  10 
•280  85 
480  45 
284  65 
752  55 
956  15 
208  30 


Aver- 
age 
daily 
wage. 


$3,658,459  45 


?13  35 

3  19 
2  59 
2  03 

4  60 
2  95 
4  01 

2  80 

3  87 
2  97 
2  19 
2  10 
1  80 

1  45 

2  68 
2  23 


2  32 


No.  66. 

That  from  the  consideration  of  the  foregoing  findings  showing  the 
amount  expended  for  original  construction  of  its  lines,  amount  neces- 
sary to  reproduce  the  property,  its  depreciated  condition,  the  amount 
and  value  of  its  capital  stock  and  funded  indebtedness,  the  density  of 
traffic  and  volume  of  business  along  its  line,  the  physical  condition 
and  properties  along  its  line,  the  facilities  along  its  line  for  the  trans- 
action of  business,  and  all  and  singular  the  findings  hereinbefore  set 
out,  the  Commission  finds  that  the  present  cash  market  value  of  the 
lines  hereinbefore  mentioned  and  dealt  with  as  being  operated  by  the 
Great  Northern  Railway  Company  in  the  State  of  Washington,  is  the 
sum  of  $59,577,212.00. 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO. 


195 


No.  67. 

That  the  operating  divisions  of  the  said  railroad  for  the  year 
1906,  in  so  far  as  the  same  affected  the  state  of  Washington,  con- 
sisted of  the  Spokane  division  extending  on  the  main  line  from 
I^eavenworth,  \vash.,  easterly  387.22  miles,  247.12  miles  of  which  is 
within  the  state  of  Washington,  and  140.10  miles  of  which  is  outside 
of  the  state;  the  branch  lines  of  said  road  embraced  within  said 
division, 'being  for  the  year  1906,  entirely  without  the  state  of  Wash- 
ington, but  at  the  present  time  said  division  would  include  the  branch 
line  known  as  the  Spokane  Falls  &  Northern  system,  which  includes 
the  Spokane  Falls  and  Northern  and  the  Columbia  and  Red  Mountain 
and  the  Washington  and  Great  Northern  lines  hereinbefore  referred 
to;  and  the  Cascade  division  extending  on  the  main  line  west  from 
Leavenworth  to  Seattle,  Washington,  and  a  branch  line  extending 
northerly  from  Everett  to  Vancouver,  B.  C,  and  the  Rockport  branch 
extending  easterly  from  Anacortes  to  Rockport,  said  main  lino  on  said 
division  consisting  of  142  miles,  all  of  which  is  within  the  state  of 
Washington,  and  said  branch  lines  on  said  division  consisting  of  184.96 
miles,  160.86  miles  of  which  are  inside  the  state  and  24.10  miles  of 
which  are  outside  the  state  and  in  the  Province  of  British  Columbia. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  freight  train 
miles  on  the  main  line  of  the  Spokane  Division  situate  within  and 
confined  to  the  state  of  Washington  amounted  to  505,491  and  the 
passenger  train  miles  amounted  to  406,348. 

That  the  freight  train  miles  on  the  Cascade  Division  amounted  to 
427,891,   and   the   passenger   train   miles   amounted   to    511,025. 

Making  a  total  freight  train  mileage  within  the  state  of  933,382 
miles  and  a  total  passenger  train  mileage  of  917,37.5  miles;  and  dur- 
ing said  time  the  freight  car  miles  on  the  lines  within  the  state 
amounted  to  30,531,628,  of  which  24,333,497  were  loaded  car  miles 
and  6,198,131  were  empty  car  miles,  and  the  passenger  car  miles  on 
said  lines  within  the  state  during  said  year  amounted  to  6,02 r, 200. 

No.  68. 
That  the  proportionate  relation  of  passenger  business  is  greater 
on  the  Cascade  division  than  on  the  Spokane  Division,  and  the  pro- 
portionate expense  between  passenger  business  and  freight  business 
is  greater  on  such  Cascade  Division  than  on  the  Spokane  Division. 

No,  69. 

That  the  operating  expenses  charged  to  accounting  divisions  and 
charged  to  portions  of  divisions  according  to  state  lines  is  made  by 
said  railway  company  according  to  the  rules  adopted  by  it  a  copy 
of  which  is  hereto  annexed,  marked  exhibit  C  and  made  a  part  of 
these  findings. 

No.  70. 

That  the  cost  of  operating  the  Spokane  Division  within  the  state 
of  Washington,  as  shown  by  the  accounting  records  of  said  railroad  for 


196  RAILROAD  COMMISSION  OF  WASHINGTON 

the  year  1906,  was  the  sum  of  $1,411,497.68,  made  up  as  follows: 
maintenance  of  way  and  structures  $337,145.17,  maintenance  of  equip- 
ment $235,866.24,  conducting  transportation  $734,397.34,  general  ex- 
penses  $104,088.73. 

That  the  cost  of  operating  the  Cascade  Division  for  said  year  was 
the  sum  of  $1,772,485.20,  made  up  as  follows:  maintenance  of  way 
and  structures  $447,310.50,  maintenance  of  equipment  $227,381.02, 
conducting  transportation  $978,276.75,  and  general  expenses  $119,- 
516.93. 

Making  a  total  cost  of  operation  of  the  lines  within  the  state  of 
Washington  as  shown  by  said  accounting  records  of  the  sum  of 
$3,183,982.88. 

No.  71. 

That  of  said  sum  of  $3,183,982.88  approximately  $2,211,913.00  was 
expended  in  the  interests  of  and  in  moving  and  transporting  freight 
traffic,  and  approximately  $972,070.00  was  expended  in  the  interests 
of  and  in  conducting  the  passenger  department,  which  for  the  pur- 
pose of  these  findings  includes  mail  matter,  express,  dining  and 
sleeping  cars,  special  passenger  trains,  baggage  storage,  lunch  stands, 
telephone  and  telegraph   service. 

No.  72. 

That  of  the  net  ton  miles  specifically  referred  to  in  finding  No.  45, 
as  being  moved  over  the  said  lines  within  the  state  for  the  year 
1906,  286,811,729  ton  miles  was  moved  over  the  Spokane  Division  and 
193,035,758-  ton  miles  was  moved  over  the  Cascade  division. 

That  of  said  ton  miles  so  moved  during  said  time  as  aforesaid 
grain  constituted  18.10%  of  the  total  tonnage  moved  and  18.56% 
of  the  total  ton  mileage,  of  such  grain  91.74%  of  the  tonnage  was 
state  and  8.26%  was  interstate;  of  the  ton  miles  of  grain  88.42% 
was  Slate  and  11.58%  was  interstate.  That  grain  constituted  37.13% 
of  the  total  state  tonnage  and  63.37%  of  the  total  state  ton  miles, 
and  of  the  total  interstate  tonnage  grain  constituted  2.71%,  and  of 
the  total  interstate  ton  miles  2.90%.  Of  the  state  grain  approxi- 
mately 31%  of  the  tonnage  and  35%  of  the  ton  miles  was  from  points 
on  the  Central  Washington  branch  of  the  Northern  Pacific  Railway 
moving  over  the  Great  Northern  line  from  Adrian  to  Everett,  a 
distance  of  194  miles,  and  approximately  15%  of  the  tonnage  and 
12%  of  the  ton  miles  was  from  Wenatchee  to  Seattle,  a  distance  of 
165  miles,  and  approximately  54%  of  the  tonnage  and  53%  of  the 
ton  miles  was  from  points  east  of  Wenatchee  and  West  of  Spokane; 
approximately  97%  of  the  tonnage  and  98%  of  the  ton  miles,  state, 
was  handled  between  main  line  points  and  3%  of  the  tonnage  and 
2%  of  the  ton  miles  between  main  line  points  and  branch  line 
points. 

Of  the  interstate  grain  approximately  19%  of  the  tonnage  and 
17%  of  the  ton  miles  was  from  Montana  points  with  an  average 
length  of  haul  of  960  miles,  204  miles  of  which  was  within  the  state; 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  197 


24%  of  the  tonnage  and  33%  of  the  ton  mileage  was  from  points 
on  the  O.  R.  &  N.  and  Northern  Pacific  to  points  on  the  Great  North- 
ern with  a  total  length  of  haul  over  the  lines  of  the  Great  Northern 
railroad  of  369  miles,  315  miles  of  which  was  within  the  state  and 
44  miles  of  which  was  outside  of  the  state.  Approximately  13.50% 
of  the  tonnage  and  3%  of  the  ton  miles  was  forwarded  from  points 
within  the  state  to  local  points  on  the  Great  Northern  Railway  with- 
out the  state,  with  an  average  haul  of  295  miles,  47  miles  of  which 
was  within  the  state.  Approximately  32%  of  the  tonnage  and  28%  of 
the  ton  miles  was  grain  from  Eastern  Washington  points  to  points 
outside  of  the  state  being  about  equally  divided  as  to  tonnage  and 
ton  miles  between  shipments  to  San  Francisco  from  points  on  the 
Great  Northern  Railway  and  to  Portland,  Oregon,  from  points  on  the 
Central  Washington  branch  of  the  Northern  Pacific  Railway,  the 
average  length  of  haul  within  the  state  being  approximately  200  miles 
on  the  Great  Northern  Railway,  the  San  Francisco  tonnage  being 
turned  over  to  the  steamship  line  at  Seattle  and  the  Portland  tonnage 
turned  over  to  the  Northern  Pacific  at  Everett.  12%  of  the  tonnage 
and  19%  of  the  ton  miles  was  grain  passing  through  the  state  being 
grain  from  points  beyond  the  state  line  on  the  east  to  San  Francisco, 
Portland  and  British  Columbia  points  with  an  average  length  of  haul 
of  1,443  miles,  366  miles  of  which  was  within  the  state.  Interstate 
grain  was  handled  entirely  over  the  main  line  of  the  Great  Northern 
railway  with  the  exception  of  such  tonnage  as  went  to  British 
Columbia  points. 

That  of  the  tonnage  and  ton  miles  of  lumber  specifically  mentioned 
in  finding  No.  45  approximately  74%  of  the  state  tonnage  and  70% 
of  the  state  ton  miles  was  between  main  line  points  with  an  average 
length  of  haul  of  102  miles;  16%  of  the  tonnage  and  29%  of  the  ton 
miles  was  between  main  line  points  and  branch  line  points  with  an 
average  length  of  haul  of  190  miles.  Approximately  10%  of  the  tonnage 
and  1%  of  the  ton  miles  was  switching,  or  between  branch  line  points 
with  an  average  length  of  haul  of  10  miles.  That  of  the  tonnage 
between  main  line  points  approximately  25%  thereof  was  from  points 
east  of  Spokane  into  Spokane  with  an  average  haul  of  25  miles,  the 
remaining  75%  of  the  main  line  tonnage  having  an  average  length 
of  haul  of  235  miles.  Of  the  interstate  lumber  approximately  38.66% 
of  the  tonnage  and  37.46%  of  the  ton  miles  within  the  state  was 
forwarded  from  main  line  points  to  main  line  points  local  on  the 
Great  Northern  railway  with  a  total  average  haul  of  1,705  miles,  294 
miles  of  which  was  within  the  state;  32.53%  of  the  tonnage  and  43.49% 
of  the  ton  miles  within  the  state  was  forwarded  from  branch  line 
points  within  the  state  to  main  line  points  locally  without  the  state 
with  an  average  length  of  haul  of  1,800  miles,  407  miles  of  which  was 
within  the  state;  14.79%  of  the  tonnage  and  6.97%;  of  the  ton  miles 
within   the   state   was   forwarded   from   main   line   points   within   the 


X98  RAILROAD   COMMISSION  OF  WASHINGTON 

state  to  points  on  other  lines  without  the  state  with  an  average  haul 
of  891  miles,  143  miles  of  which  was  within  the  state.  Of  this  last  item 
approximately  50%  thereof  in  tonnage  was  turned  over  to  the  North- 
ern Pacific  and  O.  R.  &  N.  at  Spokane.  6.36%  of  the  tonnage  and  8.11% 
of  the  ton  miles  was  from  branch  line  points  in  the  state  to  points 
on  other  linos  without  the  state  with  an  average  length  of  haul  of 
1,106  miles,  382  miles  of  which  was  within  the  state.  Of  the  inter- 
state business  approximately  2%  of  the  tonnage  originated  on  the 
main  line  in  Idaho  and  was  handled  into  the  state  an  average  distance 
of  60  miles  and  was  delivered  within  the  state,  having  an  average 
haul  of  60  miles,  xO  miles  of  which  was  inside  the  state.  Approxi- 
mately 3.28%  of  the  tonnage  but  less  than  one-half  of  one  percent 
of  the  ton  miles  passed  through  the  state,  being  lumber  and  shingles 
originating  in  Idaho  and  Montana  and  turned  over  to  the  O.  R.  &  N. 
and  the  Northern  Pacific  at  Spokane;  2.37%  of  the  tonnage  and 
3.50%  of  the  ton  miles  interstate  originated  largely  in  British  Colum- 
bia on  the  coast  and  passed  across  and  beyond  the  state  with  an 
average  haul  of  776  miles,  446  miles  of  which  was  within  the  state; 
the  average  length  of  haul  on  all  interstate  lumber  and  shingles  was 
1,040  miles,  284  miles  of  which  was  within  the  state.  The  average 
length  of  the  branch  lihe  haul  of  55.10%  of  the  interstate  ton  miles 
was  60  miles  and  the  main  line  haul  thereon  was  342  miles;  the  aver- 
age length  of  haul  on  the  main  line  of  44.43%  of  the  ton  miles  was 
approximately  289  miles;  tne  average  length  of  70%  of  the  ton  miles 
of  state  haul  was  102  miles  on  the  main  line  and  no  branch  line  haul; 
the  average  lengtn  of  29%  of  the  state  ton  miles,  between  main  line 
points  and  branch  line  points  was  191  miles,  approximately  an  average 
distance  of  51  miles  on  the  branch  and  140  miles  on  the  main  line. 

Of  the  ton  miles  and  tonnage  of  logs  and  other  manufactured 
forest  products  specifically  mentioned  in  finding  No.  45,  logs  con- 
stituted approximately  60%  of  the  state  tonnage  and  30%  of  the  ton 
miles  and  was  practically  all  state  business,  the  remaining  40%  of 
the  tonnage  and  70%  of  the  ton  miles  was  made  up  of  poles,  cord- 
wood,  slabs  and  other  unmanufactured  forest  products  other  than 
saw  logs,  and  such  other  unmanufactured  products  had  an  average 
w<.nght  per  car  of  24.3  tons,  with  an  average  length  of  haul  of  approxi- 
mately 60  miles.  Of  the  state  business  of  this  commodity  other  than 
saw  logs  ,84.31%  of  the  tonnage  and  86.83%  of  thie  ton  miles  was 
between  main  line  points  with  an  average  haul  of  32  miles,  2.69% 
of  the  tonnage  and  3.17%  of  the  ton  miles  was  between  main  line 
points  and  branch  line  points  with  an  average  haul  of  35  miles,  and  13% 
of  the  tonnage  and  107^  of  the  ton  miles  was  between  branch  line 
points  with  an  average  haul  of  24  miles.  Of  the  interstate  tonnage 
on  these  commodities  other  than  saw  logs  26%  of  the  tonnage  and'  1% 
of  the  ton  miles  was  between  branch  line  points  with  an  average  haul 
of  13  miles,  2  miles  of  which  was  within  the  state,  being  shipments 
originating  in  British  Columbia  destined  to  Blaine.  Approximately 
74%  of  the  tonnage  and  99%  of  the  ton  miles  was  between  main  line 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  199 

points.  Of  this  tonnage  practically  one-half  thereof  was  shipments  in 
and  out  of  Spokane  with  an  average  length  of  haul  of  77  miles,  47 
miles  of  which  was  within  the  state  constituting  approximately  37% 
of  the  tonnage  and  40%  of  the  ton  miles,  the  remaining  half  being  37% 
of  the  tonnage  and  58%  of  the  ton  miles  constituted  all  shipments 
to  the  east  with  an  average  length  of  haul  of  900  miles  approximately, 
240   miles   of  which   was  within  the   state. 

Of  the  ton  miles  of  coal  specifically  mentioned  in  finding  No. 
45  vejjresenting  practically  3.56%  of  the  total  state  tonnage  and  2.20% 
of  the  total  state  ton  miles,  and  7.04%  of  the  total  interstate  tonnage 
and  1.62%  of  the  total  interstate  ton  miles,  87%  of  the  state  tonnage 
and  86.4%  of  the  state  ton  miles  was  between  main  line  points,  with 
an  average  haul  of  69  miles,  practically  50%  thereof  moving  between 
Seattle  and  Everett  with  an  average  haul  of  33  miles,  the  remain- 
ing state  business  being  shipments  from  Spokane  and  Seattle  to  local 
points  within  the  state  with  an  average  length  of  haul  of  approxi- 
mately 100  miles.  12.7%  of  the  tonnage  and  13.6%  of  the  ton  miles 
was  from  main  line  points  to  points  on  the  branch  line  with  an  aver- 
age length  of  haul  of  75  miles,  divided  33  miles  on  the  main  line  and 
42  miles  on  the  branch  line.  Of  the  interstate  coal  80%  of  the  ton- 
nage and  79%  of  the  ton  miles  was  coal  passing  through  the  state 
being  coal  from  Swinton  and  Fernie,  B.  C,  destined  to  Northport, 
Rossland  and  Grand  Forks,  with  an  average  length  of  haul  on  the  Great 
Northern  of  270  miles,  47  miles  of  which  was  in  Washington.  18% 
of  this  tonnage  and  13%  of  the  ton  miles  was  from  the  same  British 
Columbia  points  into  Spokane  and  Colbert  with  an  average  length 
of  haul  of  practically  258  miles,  34  miles  of  which  was  within  the 
state.  2%  of  the  tonnage  and  8%  of  the  ton  miles  was  from  other 
eastern  points  and  moved  an  average  distance  of  1,825  miles,  416 
miles  of  which  was  within  the  state.  Practically  all  Of  the  interstate 
business  was  main  line  haul. 

Of  the  iron  and  steel  articles  mentioned  in  said  finding  No.  45  the 
average  net  weight  of  the  contents  of  the  car  on  state  business  was* 
22.20  tons  and  consisted  of  an  average  haul  of  132  miles,  the  inter- 
state average  net  weight  of  the  car  was  24,44  tons  moving  a  total 
distance  of  1,634.5  miles,  of  which  257.7  miles  was  within  the  state. 
Practically  all  of  the  state  iron  and  steel  moved  was  handled  on  the 
Cascade  division  and  of  the  interstate  practically  95%  of  the  ton 
miles  represented  shipments  handled  from  the  Idaho  state  line  across 
the  state  to  Puget  Sound.  Iron  and  steel  articles  represent  3.08% 
of  the  tonnage  and  4.11%  of  the  ton  miles,  of  which  the  state  tonnage 
was  .06%  and  the  state  ton  miles  .05%  and  the  interstate  tonnage 
3.02%  and  the  interstate  ton  miles  4.06%  of  the  total  tonnage.  The 
state  tonnage  on  said  articles  represented  15%  of  the  total  state  ton- 
nage and  18%  of  the  total  state  ton  miles  and  the  interstate  business 
represented  5.36%  of  the  total  interstate  tonnage  and  5.43%  of  the 
total  interstate  ton  miles. 

That  of  the  item  of  steel  rail  mentioned  in  said  finding  45  con- 


goo  RAILROAD    COMMISSION   OP    vVASHINGTON 

stituting  .66%  of  the  total  tonnage  and  .79%  of  the  total  ton  mileage, 
of  which  the  state  tonnage  and  ton  mileage  was  .09%  and  .04% 
respectively,  and  the  interstate  .57%  and  .75%  respectively,  the  state 
business  constituting  .20%  of  the  tonnage  and  .17%  of  the  ton  miles, 
of  the  total  state  business,  the  interstate  business  representing  i.02% 
of  the  tonnage  and  1%  of  the  interstate  ton  miles.  The  average 
length  of  state  haul  was  94  miles  and  the  average  weight  of  the 
car  was  28.80  tons;  the  interstate  average  length  of  haul  was  1,638.7 
miles,  252.4  miles  of  which  was  within  the  state  with  an  average 
weight  per  car  of  42.74  tons.  All  of  the  state  rails  was  handled  on 
the  Cascade  division.  Of  the  interstate  business  the  ton  mileage 
represented  a  haul  across  the  state  approximately  37%  on  the  Spokane 
division  and  63%  on  the  Cascade  division. 

Of  the  ton  miles  and  tonnage  of  hay  mentioned  in  said  finding 
constituting  .73%  of  the  total  tonnage  and  .35%  of  the  total  ton  miles, 
of  which  the  state  tonnage  and  ton  miles  was  .71%  and  .35%  re- 
spectively and  the  interstate  .02%  and  .01%  respectively.  The  said 
tonnage  and  ton  miles  consisted  of  state  1.59%  and  1.40%  respec- 
tively of  the  state  tons  and  ton  miles,  and  the  interstate  tonnage 
and  ton  miles  represented  .03%  and  .01%  of  the  total  interstate  tons 
and  ton  miles  respectively.  The  average  length  of  haul  of  the  state 
hay  was  96.6  miles,  and  the  average  net  weight  per  car  11.85  tons; 
the  average  length  of  haul  of  the  interstate  hay  was  94.5  miles,  47 
miles  of  which  was  within  the  state  with  an  average  net  weigni 
per  car  of  12.20  tons.  Practically  20%  of  the  state  ton  miles  was 
handled  on  the  branches  and  80%  on  the  Cascade  division.  Of  the 
interstate  hay  practically  all  was  handled  in  and  around  Spokane  on 
the  Spokane  division. 

Of  the  tonnage  and  ton  miles  of  machinery  mentioned  in  said 
finding  constituting  .72%  of  the  total  tonnage  and  1%  of  the  total 
ton  miles,  of  which  the  state  tonnage  and  ton  miles  was  .15%  and 
.07%  respectively  and  the  interstate  .57%  and  .94%  respectively  and 
which  constituted  .35%  and  .27%  of  the  state  tons  and  ton  miles 
respectively  and  1.02%  and  1.28%  of  the  total  interstate  tons  and  ton 
miles  respectively.  The  average  length  of  haul  of  the  state  business 
was  82.4  miles  and  the  average  net  weight  of  the  car  was  13.93  tons; 
the  average  length  of  haul  of  the  interstate  business  was  1,631.7 
miles,  315.6  miles  of  \vhich  was  within  the  state  and  the  average  net 
weight  of  the  interstate  car  was  17  tons.  Practically  75%  of  the 
state  ton  mileage  of  machinery  was  handled  on  the  Cascade  division 
and  25%  on  the  branches,  the  interstate  ton  miles  of  machinery  all 
moved  entirely  across  the  state  and  would  be  divided  between  the 
Spokane  and  Cascade  division  on  the  basis  of  63%,  Spokane  and  37% 
Cascade  division. 

Of  the  tonnage  and  ton  miles  of  canned  salmon  mentioned  in 
said  finding  constituting  .56%  of  the  total  tonnage  and  1%  of  the 
total  ton  miles,  of  which  the  state  tonnage  and  ton  miles  was  .08% 
and  .07%  respectively,  and  the  interstate  business  was  .48%  and  .93% 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  gQl 

respectively,  and  which  constituted  .17%  and  .30%  of  the  total  state 
tons  and  ton  miles,  and  .85%  and  1.25%  of  the  total  interstate  tons 
and  ton  miles  respectively.  The  average  length  of  the  state  haul 
was  184.3  miles  and  the  average  net  weight  of  the  car  was  23.8  tons; 
the  average  length  of  haul  of  the  interstate  salmon  was  1,741.8  miles, 
372.1  miles  of  which  was  inside  the  state  and  the  average  net 
weight  of  the  ear,  interstate,  was  24.34  tons.  State  salmon  moved  up 
and  down  the  coast  line,  50%  of  the  ton  miles  being  handled  on  the 
branches  aad  50%  being  handled  on  the  main  line  between  the 
Sound  and  Spokane  and  intermediate  points.  Some  inter.state  salmon 
moved  from  British  Columbia  points  to  Puget  Sound  points,  thus 
reducing  the  average  length  of  haul  inside  the  state.  Practically 
all  of  the  interstate  business  moved  over  the  Cascade  and  Spokane 
divisions  across  the  state. 

Of  the  tonnage  and  ton  miles  of  brick  and  stone  which  constituted 
1.44%  of  the  total  tonnage  and  .34%  of  the  total  ton  miles,  of  which 
the  state  tons  and  ton  miles  was  1.11%  and  .22%  respectively,  and 
the  interstate  .33%  and  .12%  respectively  which  constituted  of  the 
total  state  tons  and  ton  miles  2.56%  and  .91%  respectively  and  of  the 
total  interstate  tons  and  ton  miles  .58%  and  .15%  respectively.  The 
average  length  of  haul  of  the  state  business  was  40  miles,  and  of 
the  interstate  business  148.4  miles,  of  which  167.3  miles  was  within 
the  state;  the  average  weight  of  car  of  the  state  business  was  29.59 
tons  per  car  and  of  the  interstate  business  30.20  tons  per  car.  Of 
the  state  ton  miles  practically  25%  was  handled  on  branch  lines,  50% 
on  the  Cascade  division  and  25%  on  the  Spokane  Givision.  Of  the 
interstate  business  practically  all  was  handled  on  the  Spokane 
division. 

Of  the  tons  and  ton  miles  of  sand  and  gravel  mentioned  in  said  find- 
ing constituting  .17%  of  the  total  ton  miles,  and  1.31%  of  the  total 
tonnage,  of  which  the  state  tons  and  ton  miles  was  1.25%  and  .12%, 
respectively,  the  interstate  tons  and  ton  miles  being  .06%  and  .05%, 
respectively,  and  which  state  business  constituted  .287%  of  the  total 
state  tons  and  .46%  of  the  total  state  ton  miles,  and  the  interstate 
business  constituted  .11%  and  .06%,  respectively;  of  the  total  state 
tons  and  ton  miles  the  average  length  of  haul  of  state  business  was 
17.7  miles,  with  a  net  average  weight  of  car  of  23.90  tons,  the  average 
length  of  haul  of  the  interstate  business  was  1579.5  miles,  of  which 
148.5  miles  was  inside  the  state  and  the  average  net  weight  of  the  car 
was  23.90  tons.  Practically  all  of  the  state  tonnage  was  handled  on  the 
Cascade  branches  and  the  interstate  tonnage  was  handled  on  the  Spo- 
kane and  Cascade  main  line. 

Of  the  said  tons  and  ton  miles  of  ore  mentioned  in  said  finding 
constituting  1.167©  ^^  the  total  tonnage  and  1.29%  of  the  total  ton 
miles,  of  which  the  state  tons  and  ton  miles  was  .22%  and  .17%,  re- 
spectively, and  the  interstate  tons  and  ton  miles  was  .94%  and  1.12%, 
respectively.  Of  the  total  state  tons  and  ton  miles,  ore  constituted  .49% 
and  .67%,  respectively,  and  of  the  total  interstate  tons  and  ton  miles. 


202  RAILROAD   COMMISSION  OP  WASHINGTON 

ore  constituted  1.67%  and  1.49%,  respectively.  The  average  length  of 
haul  of  state  business  was  150  miles,  and  the  average  net  weight  of 
the  car  was  28.20  tons;  the  average  length  of  haul  of  the  interstate 
business  was  972.6  miles,  227.6  miles  of  which  was  inside  the  state,  and 
the  average  weight  of  the  car  was  30.98  tons.  The  interstate  ore  was 
handled  practically  across  the  state  on  the  Spokane  and  Cascade  main 
line,  while  the  state  business  was  practically  all  Cascade  division  main 
line. 

Of  the  said  tons  and  ton  miles  mentioned  in  said  finding  comprising 
miscellaneous  commodities  handled  in  carloads  and  carload  lots  13.38% 
of  the  total  tonnage  and  17.61%  of  the  total  ton  miles,  of  which  the 
state  tonnage  and  ton  miles  represented  3.69%  and  2.25%,  respectfully, 
and  the  interstate  tonnage  and  ton  miles  was  9.69%  and  15.36%,  re- 
spectively, of  which  the  state  tons  and  ton  miles  constituted  10.14% 
and  9.72%,  respectively,  of  the  total  state  tonnage  and  ton  miles,  and 
of  which  the  interstate  tonnage  and  ton  miles  constituted  19.94%  and 
23.34%,  respectively,  of  the  total  interstate  tonnage  and  ton  miles.  Of 
the  state  business  approximately  89%  of  the  tons  and  ton  miles  was 
between  main  line  points,  with  an  average  length  of  haul  of  102.1  miles, 
11%  of  the  tonnage  and  ton  miles  was  between  main  line  points  and 
branch  line  points,  with  an  average  length  of  haul  approximately  100 
miles,  divided  21  miles  on  the  branch  lines  and  79  mi^es  on  the  main 
line,  and  the  net  average  weight  per  car  of  such  state  business  was  17.29 
tons.  Of  this  state  ton  miles  practically  70%  was  equally  divided 
as  between  the  Spokane  and  Cascade  division,  20%  of  the  ton  mileage 
was  divided  37%  on  the  Cascade  division  and  63%  on  the  Spokane 
division,  the  remaining  10%  of  the  ton  mileage  being  hauled  8%  over 
the  Cascade  division  main  line  and  2%  over  the  branch  line.  Of  the 
interstate  business  approximately  62.86%  of  the  tonnage  and  04.61% 
of  the  ton  miles  was  hauled  into  the  state  with  an  average  length  of 
haul  approximately  1,550  miles,  300  miles  of  which  was  inside  the  state 
and  was  main  line  haul  on  the  Spokane  and  Cascade  divisions.  18% 
of  the  interstate  tonnage  and  19%  of  the  interstate  ton  miles  was  for- 
warded from  main  line  points  within  the  state  to  points  without  the 
state,  with  an  average  length  of  haul  of  approximately  1,600  miles,  of 
which  practically  300  miles  was  within  the  state.  6%  of  the  interstate 
tonnage  and  7%  of  the  interstate  ton  miles  was  to  or  from  branch  line 
points  within  the  state,  with  an  average  length  of  haul  of  1,650  miles, 
387  miles  of  which  was  within  the  state.  Approximately  14%  of  the 
tonnage  and  10%  of  the  ton  miles  passed  through  the  state,  with  an 
average  length  of  haul  of  1,463  miles,  190  miles  of  which  was  within 
the  state.  Of  this  last  item,  while  the  goods  all  passed  through  the 
state,  they  did  not  pass  over  the  entire  line  of  the  Great  Northern  road, 
but  were  delivered  to  other  connecting  lines;  with  an  average  net 
weight  per  car  of  interstate  business  of  17  tons. 

Of  the  tonnage  and  ton  miles  of  less  than  carload  business  men- 
tioned in  said  finding  representing  4.67%  of  the  total  tonnage  and 
3.33%  of  the  total  ton  miles,  of  which  the  state  tons  and  ton  miles  was 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^Qg 

3.10%  and  1.33%,  respectively,  and  the  interstate  tonnage  and  ton 
miles  was  1.33%  and  2%  respectively.  Of  the  total  L.  C.  L.  business 
66.43%  of  the  total  tonnage  and  40.1%  of  the  ton  miles  was  state  busi- 
ness and  33.57%  of  the  tonnage  and  59.99%  of  the  ton  miles  was  inter- 
state. Such  state  L.  C.  L,  business  represented  6.93%  of  the  total  state 
tonnage  and  5.14%  of  the  total  state  ton  miles,  and  the  interstate  busi- 
ness of  this  class  represented  2.83%  of  the  total  interstate  tonnage 
and  2.70%  of  the  total  interstate  ton  miles.  The  average  net  weight 
of  the  car  being,  state  5  tons,  interstate  8  tons,  the  state  business  was 
handled  an  average  distance  of  84.6  miles,  and  practically  90%  of  the 
ton  miles  was  in  and  out  of  Seattle  and  Spokane,  and  of  this  90%,  80% 
was  from  these  two  cities,  the  balance  being  handled  between  other 
points  within  the  state.  Of  this  interstate  business  more  than  70% 
of  the  ton  miles  was  in  and  out  of  Spokane  and  Seattle,  and  more 
than  85%  of  this  70%  was  into  Seattle;  the  average  length  of  haul 
being  1,242.5,  251  miles  of  which  was  within  the  state.  All  of  the  busi- 
ness above  mentioned  moving  into  Seattle  moved  across  the  Spokane 
and  Cascade  division  main  line. 

No.  73. 
That  of  the  tonnage  handled  over  the  lines  of  said  railroad  within 
the  state  of  Washington  approximately  44.71%  of  the  tonnage  was 
state  business  and  55.29%  of  the  tonnage  was  interstate  business,  and 
of  the  total  ton  miles  handled  over  the  lines  within  the  state  approxi- 
mately 29.60%  was  state  business  and  70.40%  was  interstate  ton  miles. 

No.  74. 

That  the  average  cost  of  moving  a  ton  of  freight  one  mile  over  the 
lines,  divisions  and  branches,  as  the  same  does  move  divided  by  the 
methods  adopted  by  said  company  above  referred  to  is  approximately 
as  follows:  On  the  Spokane  division  .3530  cents,  on  the  Cascade 
division  .6587  cents,  on  the  combined  Spokane  and  Cascade  division 
main  line  .4760  cents  and  on  the  branches  of  the  Cascade  division  1.4280 
cents;  the  average  cost  of  moving  a  ton  of  freight  one  mile  in  the 
state  by  such  company,  according  to  the  accounting  method  adopted 
by  it,  was  .4760  cents;  that  the  figures  in  this  finding  hereinafter  given 
as  to  the  relative  or  percentage  cost  of  moving  the  different  commo- 
dities are  based  on  the  cost  of  moving  the  average  ton  mile  above  men- 
tioned of  .4760  cents. 

That  the  cost  of  moving  a  ton  of  state  grain  one  mile  as  the  same 
moves  over  the  different  lines  and  branches  is  .7176%  of  the  average 
cost  of  moving  the  average  ton  of  freight  one  mile;  that  the  cost  of 
a  ton  of  interstate  grain  over  the  lines  in  this  state  is  .8136^0  of  the 
average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  lumber  in  this  state  one 
mile  is  1.1197%  of  the  average  cost  aforesaid;  that  the  average  cost 
of  moving  a  ton  of  interstate  lumber  over  the  lines  in  this  state  is 
.7722%  of  the  average  cost  aforesaid. 


^04  RAILROAD   COMMISSION  OF  WASHINGTON 

That  tiie  cost  of  moving  a  ton  of  state  logs  and  other  forest  products 
in  this  state  one  mile  is  1,6355%  of  the  average  cost  aforesaid;  that 
the  average  cost  of  moving  a  ton  of  interstate  logs  and  other  forest 
products  over  the  lines  of  the  said  company  in  this  state  is  .9832%  of 
the  average  cost  aforesaid. 

That  the  cost  of  moving  a  ton  of  state  coal  over  the  lines  of  the  said 
company  in  this  state  one  mile,  is  1.2737%  of  the  average  cost  afore 
said;  that  the  average  cost  of  moving  a  ton  of  interstate  coal  over  the 
lines  of  the  said  company  in  this  state  is  .6985%  of  the  average  cost 
aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  iron  and  steel 
articles  over  the  lines  of  the  said  company  in  this  state  is  1.2422% 
of  the  average  cost  as  aforesaid,  and  the  average  cost  of  moving  a  ton 
of  interstate  iron  and  steel  articles  over  said  road  is  .8682%  of  the 
average  cost  aforesaid. 

The  average  cost  of  moving  a  ton  of  state  steel  rails  over  lines  of 
the  said  company  in  this  state  is  1.0363%  of  the  average  cost  aforesaid, 
and  the  average  cost  of  moving  a  ton  of  interstate  steel  rails  over  the 
said  line  is  .7334%  of  the  average  cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  hay  over  the  lines 
of  the  said  company  in  this  state  is  2.1922%  of  the  average  cost  afore- 
said, and  that  the  average  cost  of  moving  a  ton  of  interstate  hay  over 
the  lines  of  the  said  company  is  1,7811%  of  the  average  cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  machinery  over  the 
lines  of  the  said  company  in  this  state  is  1.9294%  of  the  average  cost 
aforesaid,  -that  the  average  cost  of  moving  a  ton  of  interstate  machinery 
over  the  lines  of  the  said  company  is  1.0567%  of  the  average  cost 
aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  canned  salmon  over 
the  lines  of  the  said  company  in  this  state  is  1,4226%  of  the  average 
cost  aforesaid,  and  the  average  cost  of  moving  a  ton  of  interstate  canned 
salmon  over  the  lines  of  the  said  company  is  .8802%  of  the  average 
cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  brick  and  stone  over 
the  lines  of  the  said  company  in  this  state  is  1,3527%  of  the  average 
cost  aforesaid,  and  that  the  average  cost  of  moving  a  ton  of  interstate 
brick  and  stone  over  the  lines  of  the  said  company  is  1.1506%  of  the 
average  cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  sand  and  gravel 
over  the  lines  of  said  company  in  this  state  is  2,7155%  of  the  average 
cost  aforesaid,  and  that  the  average  cost  of  moving  a  ton  of  interstate 
sand  and  gravel  over  the  lines  of  said  company  is  ,6712%  of  the  average 
cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  ore  over  the  lines 
of  said  company  in  this  state  is  1.1403%  of  the  average  cost  aforesaid, 
and  that  the  average  cost  of  moving  a  ton  of  interstate  ore  over  the 
said  lines  is  .8241%  of  the  average  cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  other  carloads  over 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  gQS 

the  lines  of  said  company  in  this  state  is  1.2065%  of  the  average  cost 
aforesaid,  and  the  average  cost  of  moving  a  ton  of  interstate  other  car- 
loads is  1.00%  of  the  average  cost  aforesaid. 

That  the  average  cost  of  moving  a  ton  of  state  less  than  carloads 
over  the  lines  of  the  said  company  in  this  state  is  7.2884%  of  the  aver- 
age cost  aforesaid,  and  the  average  cost  of  moving  a  ton  of  interstate 
less  than  carloads  over  the  said  lines  is  1.8487%  of  the  average  cost 
aforesaid. 

No.  75. 

That  the  cost  of  operating  the  different  divisions  as  shown  by  the 
rules  adopted  by  the  said  company  and  hereinbefore  referred  to  is 
ascertained  by  charging  to  such  division,  among  other  charges,  the 
total  expense  of  station  employees,  yard  masters,  clerks,  railroad  con- 
ductors and  brakemen  and  all  expenses  incurred  at  such  point,  irrespec- 
tive of  whether  the  service  performed  is  for  the  benefit  of  fright  con- 
fined to  such  division  or  for  the  benefit  of  freight  moved  over  the  entire 
line  of  said  company. 

The  cost  of  moving  a  carload  is  made  up  of  the  terminal  and  assem- 
bly expense,  the  hauling  charge  and  the  terminal  and  distribution 
charge  at  the  end  of  the  haul,  which  divided  by  the  miles  hauled  gives 
the  cost  per  ton  per  mile  of  moving  a  carload.  By  the  rules  adopted  by 
said  company  the  terminal  charge  on  interstate  business  both  received 
and  forwarded,  as  well  as  the  assembly  charge  on  all  forwarded  freight 
originating  on  either  main  line  or  expensively  operated  branch  lines  in 
this  state,  is  charged  to  the  cost  of  moving  such  interstate  freight  over 
the  lines  in  the  state  of  Washington. 

The  revenue  credited  to  interstate  freight  is  credited  to  earnings 
to  the  state  in  the  proportion  which  the  miles  such  freight  is  carried 
within  the  state  bears  to  the  total  miles  such  freight  is  carried. 

That  by  distributing  the  terminal  charges  on  interstate  freight 
received  and  forwarded,  together  with  the  increased  assembly  charges, 
on  the  expensive  branch  lines  and  on  forwarded  interstate  fright  over 
one  half  the  total  haul  of  such  interstate  freight  the  cost  of  operating 
the  lines  in  Washington  properly  applicable  and  chargeable  to  the 
cost  of  freight  movement  for  the  fiscal  year  ending  June  30th,  1906,  is 
reduced  from  the  apparent  charge  of  $2,211,913  before  referred  to,  to 
$2,129,200.00. 

No.  76. 

That  of  said  sum  of  $2,129,200,000  expended  in  handling  freight 
traffic  over  the  lines  of  the  Great  Northern  Railroad  in  the  state  of 
Washington,  $712,788.00  thereof  was  expended  in  handling  and  for  the 
benefit  of  state  freight,  and  $1,416,412.00  was  expended  in  handling  and 
for  the  benefit  of  interstate  freight. 

That  of  said  sum  of  $972,070.00  mentioned  in  finding  71  as  expenses 
incurred  in  the  passenger  department,  $145,665.00  was  expended  in 
moving  mail  and  express  matter  and  baggage  and  in  operating  dining 
cars,    sleeping   cars,    lunch    counters,    telephone    and    telegraph   lines. 


^05  RAILROAD   COMMISSION  OF  WASHINGTON 

leaving  $826,405.00  properly  chargeable  to  passenger  service,  or,  against 
passenger  revenue. 

That  of  said  sum  of  $145,665.00  expended  as  aforesaid,  $39,959.00 
was  incurred  in  handling  express  business,  of  which  $27,788.00  was 
incurred  in  handling  state  express  and  $12,171.00  was  incurred  in 
handling  interstate  express;  the  sum  of  $61,077.00  was  expended  in 
handling  mail  matter,  of  which  $26,426.00  was  incurred  in  handling 
state  mail  and  $34,646.00  was  incurred  in  handling  interstate  mail;  the 
sum  of  $9,954.00  was  incurred  in  handling  excess  baggage  and  in 
storing  baggage,  of  which  $2,066.00  was  state  and  $7,893.00  was  inter- 
state; the  sum  of  $2,143.00  was  incurred  in  conducting  lunch  stands, 
all  of  which  was  expended  on  state  business;  the  sum  of  $32,531.00  was 
expended  in  operating  sleeping,  dining  and  combined  observation  and 
grill  cars,  of  which  $9,467.00  was  incurred  on  state  business  and  $23,- 
064.00  was  expended  on  interstate  business. 

No.  77. 

That  of  said  sum  of  $826,405.00  expended  in  handling  and  for  the 
benefit  of  the  passenger  business,  $548,485.00  was  expended  in  handling 
and  for  the  benefit  of  the  state  passenger  business  and  $277,920.00  was 
expended  in  the  handling  of  and  for  the  benefit  of  the  interstate  passen- 
ger business  moving  over  the  said  lines. 

No.  78. 

That  between  the  years  1900  and  1906  the  line  of  the  Great  North- 
ern Railway  in  the  state  of  Washington  was  not  kept  in  as  high  a 
state  of  efficiency  as  the  nature  of  the  business  conducted  thereon 
should  demand;  insufficient  tie  renewals  were  made  and  the  track 
was  not  kept  properly  surfaced  and  in  proper  repair,  and  that  in 
the  year  1906  and  1907  numerous  wrecks  occurred  on  said  line,  and 
that  during  the  years  1907  and  1908  very  extensive  lepairs  were  made 
on  such  property  and  the  cost  incident  thereto  was  greatly  in  excess 
of  what  it  should  have  been  had  renewals  and  improvements  been 
properly  made  during  the  preceding  years  above  mentioned;  that 
renewals  of  ties  and  track  surfacing  is  charged  to  operating  expenses; 
that  the  operating  expenses  of  the  Great  Northern  Railway  Company 
hereinbefore  mentioned  increased  from  $3,183,983.00  in  190G,  to  $4,992,- 
615.00  in  1907,  and  to  $6,233,912.00  in  1908,  whereas  there  was  carried 
in  1907,  over  the  lines  of  the  said  railroad  within  the  state  23,537,164 
ton  miles  of  freight  less  thaii  was  carried  in  1906. 

That  the  item  charged  for  maintenance  of  way  and  structures 
within  the  state  of  Washington  for  1905  was  the  sum  of  $707,957.00, 
amounting  to  $1,306.00  per  mile  of  road. 

That  in  1906,  the  amount  charged  for  maintenance  of  way  and 
structures  on  the  lines  in  the  state  of  Washington  was  the  sum  of 
$781,487.19,  amounting  to  the  sum  of  $1,429.00  per  mile  of  road. 

That  for  the  year  1907,  the  amount  charged  for  maintenance  of 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO. 


way  and  structures  on  the  lines  in  the  state  of  Washington  increased 
to  $1,436,187.00,  or  the  sum  of  $2,625.00  per  mile. 

That  for  the  year  1908,  the  amount  expended  for  maintenance  of  way 
and  structures  on  the  lines  in  this  state  was  $1,741,011.91,  or  $2,160.00 
per    mile. 

That  the  amount  expended  by  the  Great  Northern  Railway  Com- 
pany for  maintenance  of  way  and  structures  on  its  entire  line  was, 
per  mile  of  road,  as  follows:  1901,  the  sum  of  $852.00;  1902,  the 
.sum  of  $831.00;  1903,  the  sum  of  $944.00;  1904,  the  sum  of  $886.00; 
1905,  the  sum  of  $1,004.00;  1906,  the  sum  of  $1,109.00;  1907,  the  sum 
•Of  $1,361.00,  and  1908,  the  sum  of  $1,502.00,  making  an  average  ex- 
penditure for  maintenance  of  way  and  structures  during  said  eight 
years,  per  mile  of  road  of  $1,061.00. 

That  the  lines  of  the  Northern  Pacific  Railway  Company  traverse 
a  similar  section  of  country  throughout  its  length  to  that  traversed 
by  the  Great  Northern  Railway,  and  the  amount  expended  by  the 
Northern  Pacific  RaiUray  Company  per  mile  of  road  during  the 
same  period  was  as  follows:  1901,  the  sum  of  $1,059.00;  1902,  the 
sum  of  $1,337.00;  1903,  the  sum  of  $1,396.00;  1904,  the  sum  of  $1,257.00; 
1905,  the  sum  of  $1,393.00;  1906,  the  sum  of  $i,3j3.00;  1907,  the 
sum  of  $1,680,000,  and  1908,  the  sum  of  $1,605.00,  making  an  average 
cost  per  mile  expended  by  the  Northern  Pacific  Railway  during  said 
eight  years  for  maintenance  of  way  and  structures  of  $1,390.00  per 
mile. 

That  the  Commission  has  been  unable  to  ascertain  the  expenditure 
Incurred  for  maintenance  of  way  and  structures  on  the  lines  in  the 
state  of  Washington  prior  to  the  fiscal  year  ending  June  30th,  1905; 
that  since  1905,  the  Northern  Pacific  Railway  Company  has  expended 
for  maintenance  of  way  and  structures  within  the  state  of  Washing- 
ton, the  following,  for  the  fiscal  year  ending  June  30th,  1905,  an 
average  of  $1,542.00  per  mile  of  road,  for  the  fiscal  year  ending  June 
30th,  1906,  an  average  of.  $1,429.00  per  mile  of  road;  for  the  fiscal 
year  ending  June  30th,  1907,  &n  average  of  $2,064.00  per  mile  of  road; 
for  the  year  ending  June  30th,  1908,  an  average  of  $1,439.00  per  mile 
of  road;  that  the  expenditure  incurred  for  maintenance  of  way  and 
structures  during  the  year  1907,  was  greatly  augmented  and  incT eased 
by  unprecedented  floods  and  washouts,  which  in  many  instances 
washed  out  the  lines  of  the  said  road  causing  practically  their  recon 
struction  in  many  places.  That  the  amount  mentioned  as  being  ex- 
pended for  maintenance  of  way  and  structures  by  the  Great  Northern 
Railway  Company  for  the  year  1908  included  the  Spokane  Falls  & 
Northern  system;  that  the  amounts  hereinbefore  given  for  1905,  1906 
and  1907  did  not  include  the  sums  expended  for  maintenance  of  way 
and  structures  on  such  Spokane  Falls  &  Northern.  That  for  the 
fiscal  year  ending  June  30th,  1905,  such  Spokane  Falls  &  Northern 
expended  for  maintenance  of  way  and  structures  $99,278.00  being  an 
average  per  mile  of  road  of  $717.82;  that  for  the  year  ending  June 
30th,  1906,  it  expended  for  such  purposes  $107,402.00  bein  an  average 


^08  RAILROAD   COMMISSION  OF  WASHINGTON 

cost  per  mile  of  road  of  $771.12,  and  for  the  fiscal  year  ending  June 
30th,  1907,  it  expended  for  such  purpose  the  sum  of  $138,706.67,  being 
an  average  cost  per  mile  of  $995.87. 

The  Commission  finds  that  the  cost  of  maintenance  of  way  and 
structures  for  the  year  1907  of  $1,436,187.00  and  for  the  year  1908 
of  $2,362,548.00  does  not  represent  a  normal  expenditure  for  such  pur- 
pose, but  that  an  average  expenditure  of  $1,300.00  per  mile  for  main- 
tenance of  way  and  structures  would  be  a  reasonable  and  sufficient 
allowance  for  such  item  under  normal  conditions. 

And  that  the  miles  operated  in  the  year  1907  in  the  state  of 
Washington  was  547.39  miles,  and  for  the  year  1908  the  miles  operated 
within  the  state  was  806.23  miles. 

That  in  addition  thereto  the  accounting  records  show  the  following 
items  to  have  been  expended  and  charged  to  cost  of  operation  for  the 
year  1907,  to-wit: 

Loss  and  damage $139,090.03 

Injuries  to  persons  214,398.49 

Clearing  wrecks    41,018.18 

That  during  said  year  the  said  road  carried  over  its  lines  in  the 
state  of  Washington  71,261,611  passengers  one  mile  and  456,310,313 
tons  of  freight  one  mile; 

That  during  said  year  the  Oregon  Railroad  &  Navigation  Company 
expended  for  the  same  items  on  its  entire  line  amounting  to  1245.82 
miles  of  road,  the  following: 

Loss  and  damage. $59,244.47 

Injuries  to  persons 60,752.69 

Clearing  wrecks   30,983.72 

That  during  said  time  the  Oregon  Railroad  &  Navigation  Company 
carried  over  its  said  lines  126,440,471  passengers  one  mile  and  758,- 
864,940  tons  of  freight  one  mile; 

That  during  said  time  the  Northern  Pacific  Railway  Company  ex- 
pended for  the  same  items  over  its  lines  in  Washington,  consisting  of 
1629.42  miles,  the  following  sums: 

Loss  and  damage $137,063 .  57 

Injuries  to  persons    60,752.69 

Clearing  wrecks 93,419.73 

That  during  said  time  the  said  Northern  Pacific  Railway  Company 
carried  over  its  lines  in  Washington  224,214,106  passengers  one  mile 
and  1,392,894,577  tons  of  freight  one  mile. 

That  during  the  year  1906  the  said  Great  Northern  Railway  Com- 
pany expended  for  the  same  items  on  its  entire  line,  amounting  to 
5183.11  miles  of  road,  the  following  sums: 

Loss  and  damage  $330,409.73 

Injuries  to  persons    332,911.42 

Clearing  wrecks 88,470.24 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  g09 


That  during  said  fiscal  year  the  Great  Northern  Railway  Company 
carried  over  its  lines  376,783,210  passengers  one  mile  and  4,484,575,584 
tons  of  freight  one  mile. 

That  for  the  said  year  1906  the  Northern  Pacific  Railway  Company 
expended  for  the  same  items  on  its  entire  line,  consisting  of  5793.59 
miles  of  road,  the  following  sums: 

•OSS  and  damage  $310,646.50 

In>^iries  to  persons 360,112.28 

Clearing  wrecks    101,591.69 

That  during  said  year  it  carried  over  its  said  entire  line  659,050,227 
passengers  one  mile  and  5,245,260,080  tons  of  freight  one  mile; 

That  during  the  said  year  1906  the  O.  R.  &  N.  Company  expended 
for  the  same  items  on  its  entire  line,  consisting  of  1130.58  miles  of 
road,  the  following  sums: 

Loss  and  damage   $89,734.66 

Injuries  to  persons 32,058.61 

Clearing  wrecks   12,557.08 

That  during  said  time  the  O.  R.  &  N.  Company  carried  over  its 
said  entire  line  143,124,308  passengers  one  mile  and  723,677,155  tons  of 
freight  one  mile. 

That  during  the  year  1908  the  said  Great  Northern  Railway  Com- 
pany expended  for  the  same  items  in  the  state  of  Washington  the 
following  sums: 

Loss  and  damage $98,120.27 

Injuries  to  persons 161,459.0^ 

Clearing   wrecks  27,517.54 

That  during  said  time  the  said  road  carried  over  its  lines  in  the 
state  95,648,857  passengers  one  mile  and  542,462,369  tons  of  freight 
one  mile; 

That  during  said  year  1908  the  Northern  Pacific  Railway  Company 
expended  for  the  same  items  on  its  lines  in  the  state,  consisting  of 
1737.90  miles  of  road,  the  following  sums: 

Loss  and  damage  $282,834.12 

Injuries  to  persons    174,704.42 

Clearing  wrecks   101,591.69 

That  during  said  year  the  said  company  carried  over  said  lines 
250,107,118  passengers  one  mile  and  1,360,673,834  tons  of  freight  one 
mile. 

The  Commission  finds  that  the  items  hereinbefore  in  this  finding 
set  out  as  being  expended  by  the  Great  Northern  Railway  Company  for 
maintenance  of  way  and  structures,  loss  and  damage,  injuries  to  per- 
sons for  the  years  1907  and  1908  and  for  clearing  wrecks  in  the  year 
1907  were  not  normal  expenditures  but  were  necessitated  by  reason 
of  the  defective  condition  of  its  track  and  roadbed  during  previous 
years,  and  had  said  lines  been  theretofore  kept  in  a  proper  state  of 
efficiency  and  had  the  terminal  or  assembly  charges  on  interstate 
14— A 


^10  RAILROAD   COMMISSION  OF  WASHINGTON 


freight  been  apportioned  over  half  of  the  haul  as  hereinbefore  re- 
ferred to,  the  expenses  of  operation  for  the  year  1907  nereinbefore  set 
out  as  shown  by  the  accounting  records  amounting  to  $4,992,615.00 
would  have  been  reduced  to  $3,945,695.00  and  said  sum  of  $6,233,912.00 
the  expenses  incurred  for  the  year  1908,  as  shown  by  said  accounting 
records  would  have  been  reduced  to  $5,340,537.00. 

No.  79. 

That  of  said  sum  of  $3,945,695.00  properly  chargeable  to  operating 
expenses  for  the  year  1907,  $2,727,264.00  thereof  is  properly  chargeable 
to  handling  freight  traffic  over  the  said  lines  and  of  such  last  men- 
tioned sum  $1,068,269.00  thereof  was  expended  in  handling  and  for  the 
benefit  of  state  freight  and  $1,658,995.00  was  expended  in  handling 
and  for  the  benefit  of  interstate  freight. 

That  of  said  sum  of  $3,945,695.00,  $1,218,431.00  is  properly  charge- 
able to  the  passenger  department,  and  of  such  sum  there  was  ex- 
pended in  moving  mail  and  express  matter  and  baggage,  and  in  oper- 
ating dining  cars,  sleeping  cars,  lunch  stands,  telephone  and  tele- 
graph lines,  the  sum  of  $202,485.00,  leaving  $1,015,946.00  properly 
chargeable  to  passenger  service  or  against  passenger  revenue.  That 
of  said  sum  of  $202,485.00  expended  as  aforesaid  in  mail,  express,  bag- 
gage, dining  and  sleeping  cars,  lunch  stands  etc.,  $51,022.00  was  in- 
curred in  handling  express  business,  of  which  $35,476.00  was  in- 
curred in  handling  state  express  and  $15,546.00  was  incurred  in  han- 
dling interstate  express;  the  sum  of  $92,243.00  was  expended  in 
handling  mail  matter,  of  which  $39,319.00  was  incurred  in  handling 
state  mail  and  $52,330.00  was  incurred  in  handling  interstate  mail; 
the  sum  of  $13,976.00  was  expended  in  handling  excess  baggage  and 
in  storing  baggage,  of  which  $3,645.00  was  incurred  in  handling  state 
baggage  and  $10,331.00  was  incurred  in  handling  interstate  baggage. 
The  sura  of  $45,244.00  was  expended  in  operating  sleeping,  dining  and 
combined  observation  and  grill  cars,  of  which  $13,166.00  was  incurred 
on  state  business  and  $32,078.00  was  incurred  on  interstate  business. 

That  of  said  sum  of  $1,015,946.00  expended  in  handling  and  for 
the  benefit  of  the  passenger  business,  $684,849.00  was  expended  in 
handling  and  for  the  benefit  of  state  business  and  $331,097.00  was  ex- 
pended for  the  handling  of  and  for  the  benefit  of  the  interstate  pas- 
senger business  moving  over  the  said  lines. 

No.  80. 
That  of  said  sum  of  $5,340,537.00  hereinbefore  mentioned  as  proper- 
ly chargeable  to  operating  expenses  for  the  year  1908,  $3,511,403.00 
was  properly  chargeable  to  handling  freight  traffic  over  the  lines  of 
said  road  in  the  state  and  $1,829,134.00  thereof  was  properly  chargeable 
to  handling  the  passenger  traffic;  that  of  said  sum  of  $3,511,403.00 
proDerly  chargeable  to  the  freight  department,  $1,375,417.00  was  ex- 
pended in  handling  and  for  the  benefit  of  the  state  freight  and  $2,135,- 
986.00  was  expended  in  the  handling  of  and  for  the  benefit  of  inter- 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO. 


211 


state  freight.  That  of  said  sum  of  $1,829,134.00  above  mentioned  as 
expenses  properly  chargeable  to  the  passenger  department,  $249,906.00 
was  expended  in  moving  mail  matter,  express  and  baggage,  and  in 
operating  dining  cars,  sleeping  cars,  lunch  stands,  telephone  and  tele- 
graph line^,  leaving  $1,579,228.00  properly  chargeable  to  the  passenger 
service  or  against  the  passenger  revenue;  that  of  said  sum  of  $249,- 
906.00  expended  as  aforesaid  in  mail,  express,  baggage,  dining  and 
sleeping  cars,  lunch  stands,  etc.,  $70,651.00  was  incurred  in  handling 
express  business,  of  which  $51,873.00  was  incurred  in  handling  state 
express  and  $18,779.00  was  incurred  in  handling  interstate  express; 
tne  sum  of  $102,782.00  was  expended  in  handling  mail  matter  of  which 
$44,474.00  was  incurred  in  handling  state  mail  and  $58,308.00  was  in- 
curred in  handling  interstate  mail;  the  sum  of  $18,658.00  was  expended 
in  handling  excess  baggage  and  storing  baggage,  of  which  $14,399.00 
was  incurred  in  handling  state  baggage  and  $4,258.00  was  incurred  in 
handling  interstate  baggage;  the  sum  of  $10,385.00  was  incurred  in 
conducting  lunch  stands,  station  and  train  privileges,  special  trains 
and  miscellaneous,  all  of  which  $7,194.00  was  expended  on  state  busi- 
ness and  $3,191.00  was  incurred  in  handling  interstate  business;  the 
sum  of  $47,430.00  was  expended  in  operating  sleeping,  dining  and  com- 
bined observation  and  grill  cars,  of  which  $13,802.00  was  incurred  on 
state  business  and  $33,628.00  was  incurred  on  interstate  business.  That 
of  said  sum  of  $1,579,228.00  expended  in  handling  and  for  the  benefit 
of  the  passenger  business,  $1,064,558.00  was  expended  in  handling  and 
for  the  benefit  of  the  state  business,  and  $514,670.00  was  expended  for 
the  handling  of  and  for  the  benefit  of  the  interstate  passenger  business 
moving  over  the  said  lines. 

No.  81. 

That  in  these  findings  the  term  "revenye  derived  from  state  busi- 
ness" means  the  gross  receipts  derived  from  freight  and  passengers 
carried  on  a  continuous  contract  wholly  within  the  state,  and  "revenue 
derived  from  interstate  business"  means  receipts  derived  from  freight 
and  passengers  carried  under  continuous  contract  where  a  portion  of 
the  carriage  is  outside  of  the  state,  and  such  terms  are  used  in 
reference  to  the  earnings  from  intrastate  and  interstate  traffic  with 
reference  to  the  definition  hereinbefore  given  of  intrastate  and  inter- 
state traffic  respectively. 

In  ascertaining  the  revenue  earned  over  or  by  the  lines  in  this 
state  on  interstate  business  the  same  method  has  been  used  by  the 
Commission  as  is  used  by  the  Great  Northern  Railway  accounting 
department,  to-wit,  ascertaining  the  total  gross  earnings  of  the  com- 
pany on  the  item  of  freight  moved  or  passengers  carried  and  crediting 
to  the  state  of  Washington  as  earnings  over  the  lines  in  this  state  from 
such  interstate  business  in  proportion  that  the  freight  or  passenger 
mileage  within  the  state  bears  to  the  total  miles  the  freight  or  pas- 
senger was  carried  over  the  company's  lines. 

The  revenue  derived  from  mail  matter  was  apportioned  state  and 
interstate   as   follows:    the   earnings   from   mail   cars   moving   partly 


212  RAILROAD   COMMISSION  OF  WASHINGTON 

within  and  partly  without  the  state,  and  from  mail  routes  partly 
within  and  partly  without  the  state  was  ascertained  and  was  appor- 
tioned to  the  lines  within  the  state  on  a  mileage  prorate.  To  this  was 
added  the  earnings  of  the  said  company  from  mail  cars  moving  en- 
tirely within  the  state  and  from  mail  routes  local  and  entirely  within 
the  state  and  the  net  gross  receipts  allocated  state  and  interstate  in 
the  proportion  that  the  average  weight  of  the  state  mail  carried  over 
the  said  lines  and  routes  bears  to  the  average  weight  of  the  interstate 
mail  carried  over  the  same  lines  and  routes. 

Revenue  derived  from  express  was  apportioned  state  and  inter- 
state as  follows:  receipts  from  all  interstate  express  business  was 
credited  to  the  state  as  interstate  earnings  on  a  mileage  prorate, 
and  all  earnings  on  strictly  state  express  was  credited  to  the  state  as 
state  earnings. 

Revenue  derived  from  baggage  storage  and  excess  baggage  collec- 
tions were  apportioned  state  and  interstate  as  follows,  all  revenue 
derived  from  baggage  storage  was  credited  to  state  earnings,  and  all 
excess  baggage  collections  within  the  state  were  allocated  state  and 
interstate  in  proportion  to  the  passenger  earnings  within  the  state, 
state  and  interstate. 

Revenue  derived  from  miscellaneous  earnings  were  credited  to 
state  earnings  with  the  exception  of  rents  from  commercial  properties 
and  interest  on  bank  balances  which  were  not  taken  into  consideration 
or  considered  as  earnings  of  the  road  as  all  commercial  property  was 
excluded  in  ascertaining  the  value  of  the  railroad's  investment. 

No.  82. 
Interstate  earnings  being  credited  to  the  lines  in  the  state  as  afore- 
said, the  earnings  of  said  railroad  in  this  state  on  state  and  inter- 
state business   for   the   year  1906,   excluding  rents   from   commercial 
properties  and  interest  on  bank  balances  was  the  sum  of  $6,071,143.00. 

No.  83. 

Interstate   earnings   being   credited   to   the   lines   in   the   state   as 

aforesaid,  the  earnings  of  the  said  railroad  in  the  state  on  interstate 

and  state  business  for  the  year  1907,  excluding  rents  from  commercial 

properties  and  interest  on  bank  balances,  was  the  sum  of  $6,489,097.00. 

No.  84. 
Interstate  earnings  being  credited  to  the  lines  in  the  state  as  afore- 
said, the  earnings  of  said  railroad  in  the  state,  state  and  interstate 
business  for  the  year  1908,  excluding  the  rents  from  commercial  prop* 
erties  and  interest  on  bank  balances,  was  the  sum  of  $8,621,689.00. 

No.  85. 
That  of  said  sum  of  $6,267,768.00  mentioned  in  finding  No.  82  as 
the  earnings  of  said  road  for  the  year  1906,  $3,319,591.00  w^as  revenue 
derived  from  state  business  and  $2,948,177.00  was  revenue  derived  from 
interstate  business. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  Co  ^iq 

That  of  said  sum  of  $6,489,097.00  mentioned  in  finding  No.  83 
as  the  earnings  of  said  road  in  the  state  of  Washington  for  the  year 
1907,  $3,760,276.00  was  revenue  derived  from  state  business  and 
$2,728,821.00  was  revenue  derived  from  interstate  business. 

And  of  said  sum  of  $8,621,689.00  the  earnings  for  the  year  1908, 
as  set  out  in  finding  No.  84,  $5,064,309.00  was  revenue  derived  from 
state  business  and  $3,557,380.00  was  revenue  derived  from  inter- 
state business. 

No.  86. 
That  during  the  fiscal  year  ending  June  30th,  1908,  and  on  or 
about  the  1st  day  of  November,  1907,  the  said  company  promulgated 
and  put  in  force  a  tariff  increasing  the  rates  on  interstate  lumber 
and  shingles  very  materially  and  in  many  instances  exceeding  20 
per  cent,  increase;  that  proceedings  were  instituted  by  the  lumber 
interests  of  the  state  before  the  Interstate  Commerce  Commission 
and  before  the  courts  challenging  the  reasonableness  of  such  incrase 
and  for  the  purpose  of  enjoining  the  collection  of  said  rates. 

That  by  reason  of  the  existing  conditions  and  uncertainty  as  to 
the  rate  which  should  be  finally  fixed  the  interstate  shipments  on 
lumber  were  very  greatly  reduced  during  the  balance  of  said  fiscal 
year,  and  the  gross  earnings  from  interstate  business  over  the 
lines  in  this  state  were  greatly  reduced  over  what  they  would  have 
been  under  normal  conditions  in  the  lumber  traffic. 

i 
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....    .......iM..  ,,.^,iwi.   ■-■■■■■mM   tiiiu.   kjL. — X  Ltiti   wmm^^^uii   jjuiUL^j  soucneasi  of 


and  beyond  Omaha  being  fixed  with  reference  to  such  40-cent  and 
50-cent  rate  on  lumber  and  such  50-cent  and  60-cent  rate  on  shingles 
respectively. 

That  prior  to  the  1st  day  of  November,  1907,  such  railroad  filed 
with  the  Interstate  Commerce  Commission  and  posted  a  tariff,  to 
become  effective  on  the  first  of  November,  1907,  by  which  the  40-cent 
rate  above  mentioned  on  fir  lumber  was  increased  to  50  cents,  the 
50-cent  rate  on  fir  lumber  above  mentioned  was  increased  to  55  cents, 
the  50-cent  rate  on  shingles  was  increased  to  60  cents  and  the  60- 
cent  rate  on  shingles  was  increased  to  65  cents.  As  before  stated, 
said  complaint  was  filed  before  the  Interstate  Commerce  Commission 
challenging  the  reasonableness  of  such  increase  of  rates,  resulting, 
after  a  full  hearing,  in  the  Commission  fixing  the  following  maximum 


212  RAILROAD   COMMISSION  OP  WASHINGTON 

within  and  partly  without  the  state,  and  from  mail  routes  partly 
within  and  partly  without  the  state  was  ascertained  and  was  appor- 
tioned to  the  lines  within  the  state  on  a  mileage  prorate.  To  this  was 
added  the  earnings  of  the  said  company  from  mail  cars  moving  en- 
tirely within  the  state  and  from  mail  routes  local  and  entirely  within 
the  state  and  the  net  gross  receipts  allocated  state  and  interstate  in 
the  proportion  that  the  average  weight  of  the  state  mail  carried  over 
the  said  lines  and  routes  bears  to  the  average  weight  of  the  interstate 
mail  carried  over  the  same  lines  and  routes. 

Revenue  derived  from  express  was  apportioned  state  and  inter- 
state as  follows:  receipts  from  all  interstate  express  business  was 
credited  to  the  state  as  interstate  earnings  on  a  mileage  prorate, 
and  all  earnings  on  strictly  state  express  was  credited  to  the  state  as 
state  earnings. 

Revenue  derived  from  baggage  storage  and  excess  baggage  collec- 
tions were  apportioned  state  and  interstate  as  follows,  all  revenue 
derived  from  baggage  storage  was  credited  to  state  earnings,  and  all 
excess  baggage  collections  within  the  state  were  allocated  state  and 
interstate  in  proportion  to  the  passenger  earnings  within  the  state, 
state  and  interstate. 

Revenue  derived  from  miscellaneous  earnings  were  credited  to 
state  earnings  with  the  exception  of  rents  from  commercial  properties 
and  interest  on  bank  balances  which  were  not  taken  into  consideration 
or  considered  as  earnings  of  the  road  as  all  commercial  property  was 


ERRATA. 

The  sum  of  $6,071,143.00  appearing  in  finding  82  should  read 
$6,267,768.00. 


Interstate  earnings  being  credited  to  the  lines  m  the  state  as 
aforesaid,  the  earnings  of  the  said  railroad  in  the  state  on  interstate 
and  state  business  for  the  year  1907,  excluding  rents  from  commercial 
properties  and  interest  on  bank  balances,  was  the  sum  of  $6,489,097.00. 

No.  84. 
Interstate  earnings  being  credited  to  the  lines  in  the  state  as  afore- 
said, the  earnings  of  said  railroad  in  the  state,  state  and  interstate 
business  for  the  year  1908,  excluding  the  rents  from  commercial  prop* 
erties  and  interest  on  bank  balances,  was  the  sum  of  $8,621,689.00. 

No.  85. 

That  of  said  sum  of  $6,267,768.00  mentioned  in  finding  No.  82  as 
the  earnings  of  said  road  for  the  year  1906,  $3,319,591.00  was  revenue 
derived  from  state  business  and  $2,948,177.00  was  revenue  derived  from 
interstate  business. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  Cv»  2^3 


That  of  said  sum  of  $6,489,097.00  mentioned  in  finding  No.  83 
as  the  earnings  of  said  road  in  the  state  of  Washington  for  the  year 
1907,  $3,760,276.00  was  revenue  derived  from  state  business  and 
$2,728,821.00  was  revenue   derived   from  interstate   business. 

And  of  said  sum  of  $8,621,689.00  the  earnings  for  the  year  1908, 
as  set  out  in  finding  No.  84,  $5,064,309.00  was  revenue  derived  from 
state  business  and  $3,557,380.00  was  revenue  derived  from  inter- 
state business. 

No.  86. 
That  during  the  fiscal  year  ending  June  30th,  1908,  and  on  or 
about  the  1st  day  of  November,  1907,  the  said  company  promulgated 
and  put  in  force  a  tariff  increasing  the  rates  on  interstate  lumber 
and  shingles  very  materially  and  in  many  instances  exceeding  20 
per  cent,  increase;  that  proceedings  were  instituted  by  the  lumber 
Interests  of  the  state  before  the  Interstate  Commerce  Commission 
and  before  the  courts  challenging  the  reasonableness  of  such  incrase 
and  for  the  purpose  of  enjoining  the  collection  of  said  rates. 

That  by  reason  of  the  existing  conditions  and  uncertainty  as  to 
the  rate  which  should  be  finally  fixed  the  interstate  shipments  on 
lumber  were  very  greatly  reduced  during  the  balance  of  said  fiscal 
year,  and  the  gross  earnings  from  interstate  business  over  the 
lines  in  this  state  were  greatly  reduced  over  what  they  would  have 
been  under  normal  conditions  in  the  lumber  traffic. 

That  during  the  years  1905,  1906  and  1907  and  a  part  of  1908  and 
up  to  the  1st  day  of  November,  1908,  fir  lumber  was  carried  from 
Puget  Sound  to  St.  Paul,  Minneapolis,  Duluth  and  intermediate  points 
east  of  Billings,  Montana,  for  40  cents  per  hundred  pounds  and  cedar 
shingles  at  50  cents  per  hundred  pounds  and  from  Puget  Sound  to 
Omaha  and  other  Missouri  river  points  fir  lumber  was  carried  for 
50  cents  per  hundred  pounds,  and  cedar  shingles  for  60  cents  per 
hundred  pounds,  the  price  on  lumber  and  shingles  to  all  points  east 
of  and  beyond  Duluth  and  St.  Paul  and  to  all  points  southeast  of 
and  beyond  Omaha  being  fixed  with  reference  to  such  40-cent  and 
50-cent  rate  on  lumber  and  such  50-cent  and  60-cent  rate  on  shingles 
respectively. 

That  prior  to  the  1st  day  of  November,  1907,  such  railroad  filed 
with  the  Interstate  Commerce  Commission  and  posted  a  tariff,  to 
become  effective  on  the  first  of  November,  1907,  by  which  the  40-cent 
rate  above  mentioned  on  fir  lumber  was  increased  to  50  cents,  the 
50-cent  rate  on  fir  lumber  above  mentioned  was  increased  to  55  cents, 
the  50-cent  rate  on  shingles  was  increased  to  60  cents  and  the  60- 
cent  rate  on  shingles  was  increased  to  65  cents.  As  before  stated, 
said  complaint  was  filed  before  the  Interstate  Commerce  Commission 
challenging  the  reasonableness  of  such  increase  of  rates,  resulting, 
after  a  full  hearing,  in  the  Commission  fixing  the  following  maximum 


214  RAILROAD    COMMISSION    OF    WASHINGTON 


rates  from  Pacific  Coast  points  to  St.  Paul,  Minneapolis,  Duluth  and 
intermediate  points  east  of  Billings,  on  fir  lumber  45  cents  per  100 
pounds  and  on  cedar  shingles  from  the  territory  last  mentioned  to 
n5  cents  per  100  pounds,  leaving  the  old  rate  to  Omaha  and  other 
Missouri  river  points  of  50  cents  on  fir  lumber  and  60  cents  on  cedar 
shingles  as  a  maximum,  and  further  provided  that  said  rate  should 
remain  in  force  without  being  increased  for  the  term  of  two  years. 
That  the  maximum  rates  so  fixed  have  been  charged  since  such  hear- 
ing. 

That  an  action  has  been  commenced  by  said  railroad  in  the  Dis- 
trict Court  of  the  United  States  for  the  District  of  Minnesota  to  re- 
view the  maximum  rates  fixed  by  the  Interstate  Commerce  Commis- 
sion on  the  ground  that  the  said  maximum  rates  are  so  low  as  to 
amount  to  a  confiscation  of  the  property  of  such  railroad,  which 
action  is  still   pending. 

That  of  the  interstate  lumber  and  shingle  tonnage  carried  by 
said  railroad  over  its  lines  hereinbefore  set  out,  81  per  cent,  moves 
to  St.  Paul,  Minneapolis  and  Duluth  and  points  east  and  beyond  and 
to  intermediate  points  east  of  Billings. 

No.  87. 

That  the  cost  of  moving  freight  per  ton  mile  decreases  as  the 
length  of  haul  increases,  due  largely  to  the  assembly  and  terminal 
charges  incurred  in  the  moving  of  freight.  That  after  the  haul  passes 
a  division  and  exceeds  400  miles  the  cost  of  movement  per  ton  mile 
is  not  materially  decreased  by  a  continuing  length  of  haul;  that  the 
average  rate  charged  per  ton  mile  on  state  lumber  is  1.5162  cents 
and  the  average  cost  of  moving  a  ton  mile  of  state  lumber  is  .5330 
cents,  while  the  rate  now  charged  under  the  increased  rate  on  inter- 
state luniber  is  .7385  cents  per  ton  mile  and  the  average  cost  of 
moving  a  ton  mile  of  interstate  lumber  is  .3676  cents;  that  consider- 
ing the  rates  state  and  interstate  respectively  from  the  standpoint  of 
cost  of  service  and  value  of  service  to  the  shipper,  they  are  dispropor- 
tionate, the  state  rate  being  too  high  or  the  interstate  rate  being  too 
low. 

That  of  the  freight  moved  over  the  lines  in  this  state  in  less 
than  carload  lots,  the  average  rate  charged  on  state  business  per 
ton  miles  is  6.0508  cents  and  the  average  cost  of  moving  a  ton  mile 
of  such  freight  is  3.4693  cents,  the  average  rate  charged  on  such 
freight  interstate  per  ton  mile  is  1.9141  cents,  and  the  average  length 
of  haul  of  such  state  freight  is  84.6  miles  and  of  such  interstate  freight 
1242.5  miles,  251.2  miles  of  which  is  over  the  lines  within  the  state. 
That  100  pounds  of  such  state  freight  pays  an  average  rate  of  25.62 
cents  for  84.6  miles,  while  100  pounds  of  such  interstate  freight 
moved  over  the  same  lines  within  the  state  of  251.2  miles  for  24.5 
cents. 

That  said  railroad  carried  over  its  lines  from  Seattle  to  St. 
Paul  large   quantities  of  goods  consigned   from     China     and     Japan 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^15 


through  the  port  of  Seattle,  consisting  of  teas,  silk,  curios,  liquors, 
bamboo  articles,  matting,  Chinese  goods  and  other  articles,  and  ships 
over  its  lines  from  St.  Paul,  consigned  to  China  and  Japan,  large 
quantities  of  freight  including  cotton,  cotton  ducks,  agricultural  im- 
plements, bridge  iron,  car  material,  machinery  and  tobacco,  which 
freight  is  carried  in  either  direction  for  less  than  .49  cents  per 
ton  miles.  That  such  freight  east  bound  is  received  from  the  ships' 
tackle  on  the  docks  and  handled  through  longshoremen  employed  by 
the  railroad  at  its  cost,  and  the  same  is  moved  on  either  limited  freight 
trains  or  passenger  trains,  and  such  goods  west  bound  from  St.  Paul 
are  delivered  by  the  railroad  to  the  ships'' tackle  at  the  dock  or  is 
by  it  unloaded  and  stored  in  warehouses;  that  the  cost  of  moving 
such  freight  either  east  bound  or  west  bound  is  greatly  in  excess  of 
the  cost  of  moving  the  average  ton  of  freight.  That  tea  is  moved 
from  Seattle  to  St.  Paul  on  passenger  trains  as  aforesaid  at  the  rate 
of  57.50  cents  per  100  pounds,  while  the  carload  rate  on  tea  or  articles 
taking  a  similar  classification  from  Tacoma  to  Spokane  being  loaded 
by  the  consignor  is  100  cents  per  100  pounds. 

That  on  or  about  the  23rd  day  of  October,  1908,  said  railroad 
issued  its  transcontinental  west  bound  tariff,  superseding  the  tariff 
then  in  force,  and  which  tariff  "becomes  effective  January  1st,  1909, 
by  which  the  rates  on  freight  from  eastern  points  is  generally  ad- 
vanced and  raised  over  what  said  rates  have  been  since  long  prior 
to  1905. 

The  commission  finds  that  if  the  rates  now  in  force  and  now 
charged  on  interstate  lumber  shipments  had  been  in- force  and  charged 
during  the  years  1905,  1906,  1907  and  1908  and  had  normal  conditions 
existed  in  1907  and  1908,  the  earnings  credited  to  the  lines  in  the  state 
of  Washington  on  interstate  business  during  said  years  would  have 
been  materially  increased,  to  wit:  In  1906,  $152,578;  in  1907,  $171,934; 
m  1908,   $650,837. 

That  since  1905  there  has  been  an  advance  in  rates  on  state 
freight  as  shown  by  the  tariffs  issued  by  the  Great  Northern  Rail- 
way. Such  advance,  however,  has  been  on  items  of  small  tonnage 
and  the  revenue  derived  from  such  business  has  not  been  materially 
increased.  That  there  has  been  no  advance  in  state  grain,  lumber, 
coal,  logs,  live  stock,  hay,  fresh  fruit  and  vegetables,  brick,  stone, 
sand  and  the  commodities  constituting  the  principal  tonnage  of  the 
state 

That  on  or  about  the  23rd  day  of  October,  1908,  said  railroad 
issued  its  transcontinental  west  bound  tariff,  superseding  the  tariff 
then  in  force,  which  tariff  becomes  effective  January  1st,  1909,  by 
which  the  rate  on  freight  from  eastern  points  is  generally  advanced 
and  raised  over  what  said  rates  have  been  since  long  prior  to  1905, 
the  advance  in  such  west  bound  freight  being  approximately  as  follows: 

On  reapers,  mowers,  headers,  mower  knife  grinders,  harvesters, 
hay  teders,  hay  rakes  and  extra  parts  for  same;  hay  presses  (in- 
cluding horse  powers  for  same)  and  extra  parts  thereof;  horse  rakes, 


21Q  RAILROAD    COMMISSION     OF     WASHINGTON 


horse  hay  forks,  haj^  carriers,  hay  loaders,  hay  slings,  sweep  rakes 
and  hay  stackers  and  extra  parts  for  same;  land  rollers  and  soil 
pulverizers,  manure  spreaders  and  extra  parts  for  same;  threshers 
(including  clover  hullers  and  straw  stackers),  tank  wagons,  engme 
power  on  its  own  wheels  and  horse  powers  for  the  same  ana  extra 
parts  thereof;  harrows,  disc  harrows  with  seeder  attachments,  plows 
cultivators,  combination  hand  cultivators,  seed  drills,  corn  planters 
and  potato  diggers  and  extra  parts  for  same;  seed  drills,  including 
beet  drills  and  extra  parts  for  same;  stump  pullers  and  "extra  parts 
for  same,  iron  wheels  for  cultivator  implements,  shovels,  spades  and 
scoops  in  packages,  in  carloads;  cotton  bags  in  bales  or  trusses,  in 
carload  lots;  beans  and  peas,  dried,  split  or  whole,  in  sacks  or  barrels 
in  carload  lots;  billiard  tables,  including  toy  billiard  tables;  K.  D., 
slates  or  marbles,  cues,  cue  racks,  ball  racks,  composition  pool  or 
billiard  balls,  composition  shake  balls,  shake  bottles,  pin  pool  boards, 
billiard  marker  buttons,  billiard  bridges,  billiard  cue  tips,  billiard 
chalk  and  billiard  table  covers;  traction  engines,  cylinder  water 
wagons  or  tank  wagons  in  mixed  carloads  with  traction  engines; 
ginger  ale,  root  beer  and  carbonated  beverages  (not  alcoholic),  min- 
eral water  in  glasses  or  stone,  boxed  or  in  barrels  or  in  bulk  or  in 
kegs  or  casks  in  L.  C.  L.;  cider  mills,  bark  mills,  bone  mills,  corn, 
feed  and  paint  mills,  in  less  carloads;  fish  netting  (cotton),  in  less 
carloads;  ochre  in  packages  in  less  carloads;  hand  pumps,  not  in- 
cluding bicycle  pumps;  force  pumps  made  of  iron  or  wood  (not  ro- 
tary), with  or  without  brass  valves  and  cylinders,  drive  well  points 
and  strainers  and  parts  thereof,  hydraulic  rams,  hand  spray  pumps, 
hand  spraying  machines  and  knapsack  sprayers  in  carload  lots;  car 
wheels  and  axles,  in  carload  lots;  rice  polish  (rice  dust),  rice  bran 
and  rice  hulls  in  packages,  in  straight  or  mixed  carload  lots;  rubber 
boots  and  shoes,  including  tennis  shoes,  boxed,  in  less  carloads;  drag 
scrapers,  sheep  dipping  liquid,  boot  trees  and  clamps,  eyelets,  shoe 
buckles,  shoe  hooks,  metal  shoe  horns  (not  gold  or  silver  plated)  and 
shoe  button  hooks,  shoe  buttons,  shoe  pegs,  school  slates,  in  less 
carloads;  stitching  horses,  K.  D.,  boxed  or  crated;  stone,  rough,  sawed 
or  cut  to  dimensions  and  not  polished;  instructive  toys  for  use  in 
kindergartens,  made  in  wood  and  paper;  toy  games,  toy  books,  toys, 
tin,  lead  or  iron;  toy  musical  instruments,  toy  torpedoes  and  toy 
caps,  in  boxes  or  barrels;  toy  trumpets,  boxed  or  crated;  toy  furni- 
ture, not  including  children's  furniture;  trucks  (store  and  warehouse, 
including  baggage  wagons),  baggage  barrows,  K.  D.,  dollies  and  dry 
kiln  and  lumber  trucks,  farm  wagons  and  common  dump  carts,  dump 
wagons  and  hand  or  push  carts,  lumber  buggies  and  extra  parts  there- 
of, wind  mills  and  parts  of  same,  including  tanks  and  towers,  wood 
or  metal;  wind  mill  pumps  and  pipe  necessary  to  connect  pump 
heads   and   cylinders;    approximately  8   per   cent. 

On  all  articles  taking  class  A  rates  specified  in  western  classifica- 
tion under  the  head  of  agricultural  implements  (not  including  hand 
implements,  farm  wagons,  trucks  or  gasoline  engines)  and  also  under 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO. 


217 


the  head  of  agricultural  implements  and  parts  thereof,  in  straight 
or  mixed  carloads;  feed  and  ensilage  cutters,  including  horse  powers, 
carriers,  blowers  or  elevators  for  same;  smut  machines,  fanning  mills 
or  grain  cleaners  and  extra  parts  for  same;'  barley  forks  (wooden), 
potato  ^orks,  hay  or  manure  forks,  spading  forks,  hoes,  wooden  or 
iron  rakes,  scythes  and  snaths,  potato  sorters  and  potato  diggers, 
bitters  in  glass,  packed  in  wood,  in  carload  lots;  blowers,  forges  and 
drills,  when  crated,  approximately  7i/^  per  cent. 

On  drain  cleaners,  in  packages;  mower  knife  grinders,  boxed  or 
crated;  shovels,  spades  and  scoops,  in  packages,  in  less  carloads; 
cotton  bags,  in  bales  or  trusses,  in  less  carloads;  baking  powder  and 
baking  powder  compound,  boxed,  in  less  carloads;  rubber  belting, 
in  less  carloads;  leather  belting,  in  less  carloads;  carpets,  N.  O.  S., 
art  carpet,  rugs  (invoice  value  not  exceeding  $100.00  each;  carpet 
lining,  in  rolls  or  compressed  in  bales,  in  less  carloads;  cream  of 
tartar,  in  boxes,  in  less  carloads;  creosote,  in  tank  cars;  cotton  piece 
goods,  in  the  piece  (28  commodities  specified),  in  less  carloads;  hem- 
lock bark  extracts,  in  less  carloads;  oak  bark,  in  barrels  or  sacks, 
in  less  carloads;  glassware,  except  cut,  N.  O.  S.  (in  boxes  or  barrels), 
in  less  carloads;  grindstones  and  frames,  mounted  or  unmounted; 
hollow  ware  of  cast  iron,  plain  or  enameled,  including  pots,  kettles, 
skillets,  spiders,  scotch  bowls,  etc.,  in  less  carloads;  anvils  or  anvils 
and  vises  combined,  in  carload  lots;  steel  balls  (rough  or  forged), 
bar  and  slab  iron  up  to  and  including  6  inches  in  width,  wrought, 
hoop  or  band  iron,  in  carload  lots;  boiler  iron,  plate  and  sheet  iron, 
N.  O.  S.,  not  bent  or  punched;  bolts,  nuts,  washers,  nut  locks,  rivets, 
lag  bolts  and  lag  screws,  in  carload  lots;  iron  or  steel  box  straps,  in 
carload  lots;  iron  and  steel  butts  and  hinges,  in  carload  lots;  castings, 
N.  O.  S.,  in  no  way  hand  or  machine  finished,  except  being  drilled 
with  bolt  holes;  iron  conductor  pipes,  eave  troughs,  elbow  and 
trough  hangers  for  same,  in  less  carloads;  forgings,  rough,  not  fur- 
ther finished  than  being  drilled  with  bolt  holes,  not  over  32  feet  in 
length  and  weighing  less  than  6,000  pounds;  iron  and  steel  hasps, 
hooks,  hoop  keeps,  staples  and  lap  links,  in  boxes,  in  carload  lots; 
wooden  screws,  N.  O.  S.,  in  boxes  or  kegs,  in  carload  lots;  saleratus 
and  bi-carbonate  of  soda  and  soda  carbonating  compound,  in  less  car- 
loads; shafting,  finished,  with  hangers,  collars,  couplings,  cranks  and 
crank  shafts,  in  less  carloads;  iron  and  steel  horse,  mule  and  ox 
shoes,  including  toe  chalks,  in  boxes  or  kegs,  in  carload  lots;  sucker 
rods,  in  packages,  in  carload  lots;  telephone,  telegraph  and  electric 
line  poles,  cross  arms  and  cross  arm  braces  for  same,  in  carload  lots; 
telephone  and  telegraph  pole  steps,  in  packages,  in  carload  lots; 
baling  ties,  in  packages,  in  carload  lots;  lamp  fixtures  (not  electric), 
in  boxes,  barrels  or  casks,  including  glass,  plain  or  decorated,  not  ex- 
ceeding a  net  cost  of  $3.00  per  dozen,  in  less  carloads;  lanterns  (not 
including  magic,  paper  or  toy  lanterns),  in  boxes,  barrels,  casks  or 
crates,  in  less  carloads;  liquors  as  follows,  alcohol,  including  wood 
alcohol,   high   wines   and   pure   spirits,   in   bulk   in   barrels   or   drums. 


218  RAILROAD    COMMISSION    OF    WASHINGTON 

carriers'  liability  limited  to  $2.00  per  gallon  measurement,  unless 
actual  value  is  less,  in  carload  lots;  matches,  in  paper  or  wooden 
boxes,  packed  in  metalic  or  wooden  cases,  in  less  carloads;  matting, 
mats  and  rugs,  rubber  (including  rubber  bindings),  paper,  cocoa, 
straw,  coir,  corn,  jute,  grass,  hemp  and  rope,  in  packages;  mining  car 
wheels,  with  or  without  axles,  nails,  spikes,  wire  fence,  horse  nails, 
in  boxes,  in  carload  lots;  cement  coated  nails,  in  boxes  or  kegs,  in 
carload  lots;  packing,  N.  O.  S.,  including  rubber  packing;  white  or 
red  lead  or  litharge,  dry  or  in  oil  in  cans  (packed  in  boxes  or  bar- 
rels), or  in  barrels,  casks,  kegs,  kits,  boxes  or  iron  drums;  powder  keg 
material,  boxed,  in  carload  lots;  preservaline  and  sa valine,  meat  pre- 
servaline,  in  packages;  hand  pumps  (not  including  bicycle  pumps), 
force  pumps,  made  of  iron  or  wood  (not  rotary),  with  or  without 
brass  valves  or  cylinders,  and  parts  thereof  when  boxed;  hydraulic 
pumps,  in  less  carloads;  rice  flour,  rice  meal,  rice  flakes  or  flaked 
rice  and  broken  rice,  in  carload  lots;  rubber  springs,  in  packages; 
saddle  trees,  sad  irons  (not  including  electric,  gas,  gasoline  or  char- 
coal), and  handles  for  same,  in  carload  lots;  scales  and  scale  beams, 
N.  O.  S.,  not  including  computing  scales,  gold  weighing  scales  or  as- 
sayers'  scales  or  apothecaries  scales,  in  less  carloads;  wire,  iron, 
plain  galvanized,  tinned  or  coppered,  in  carload  lots;  drag  scrapers, 
in  less  carloads;  silicated  cloth  (for  blackboards),  scnool  slates,  boxed, 
in  carload  lots;  sledges,  wedges  and  mauls,  iron  or  steel,  in  boxes, 
in  carload  lots;  tinware,  nested  solid,  window  curtain  poles,  iron, 
plain  or  washed  with  brass;  barbed  wire,  wire  for  fencing,  including- 
staples  and  steel  stayguards  and  stretchers;  wire  fencing,  in  rolls 
(including  not  to  exceed  ±2  stretchers,  also  including,  if  desired,  staplea. 
steel  stayguards  and  wire  fence  gates),  and  coarse  wire  netting  for 
fencing,  in  packages,  in  less  carloads;  wooden  mats  and  flooring,  ap- 
proximately 6  per  cent. 

On  hay  rake  teeth,  in  less  carloads;  wire  cloth  and  nettin,  boxed, 
in  carload  lots;  ginger  ale,  root  beer,  carbonated  beverages  (not 
alcoholic),  also  mineral  water,  in  glass  or  stone  boxes,  in  barrels  or 
bulk  in  kegs,  barrels  or  casks,  in  carload  lots;  champagne,  in  boxes 
or  baskets;  mining  cars  and  dump  cars  or  parts  thereof,  also  turn- 
tables, portable  trucks  for  same,  loaded  on  standard  guage  cars; 
toilet  water  (not  including  perfumery),  wind  mills,  K.  D.,  in  packages; 
wind  mill  and  tank  towers,  in  packages;  wall  coating  and  wall  finish, 
N.  O.  S.,  in  carloads;  glue,  in  boxes,  barrels  or  kegs,  approximately 
12  per  cent. 

On  plow  beams,  iron  or  steel,  plow  points,  shares,  lays  and 
wings  or  mold  boards,  also  plow  and  harrow  discs,  cultivators, 
shovels,  road  scrapers,  blades,  iron  or  steel,  in  less  carloads;  potato 
sorters  and  potato  diggers,  in  mixed  carloads;  bath  tubs,  water  closet 
bowls  and  cisterns,  urinals,  wash  bowls,  including  stands,  K.  D., 
stationary  wash  tubs,  cast  iron  or  seamless  steel,  plain,  painted  and 
galvanized,  granite  lined  or  porcelain  lined;  bath  tubs,  cast  iron, 
plain,  painted,  galvanized,  porcelain  lined,  in  straight  carloads;  bitters, 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^ig 


in  glass,  packed  in  wood;  blowers,  forges  and  drills,  crated;  wine, 
beer,  whiskey  or  brandy,  bottled  (not  including  druggists'  prescrip- 
tion bottles  and  bottles  of  similar  shape) ;  common  soda  water  bottles 
(not  siphon),  in  bulk  or  in  boxes,  casks  or  crates;  lumber  trucks  and 
hand  or  logging  cars,  glass  globes  and  chimneys  for  lanterns,  in  boxes, 
barrels  or  crates,  also  glass  lamp  chimneys,  packed  in  double-faced 
corrugated  paste  board  boxes  (subject  to  restrictions),  road  scrapers, 
road  machine  grading  plows,  land  graders  and  street  rollers,  in  car- 
load lots;  crackers,  matzos  or  matzos  meal,  cakes,  fruit  biscuit, 
pretzels,  toast  and  shredded  wheat  biscuit,  in  boxes  or  barrels  or  in 
baskets  or  tubs  with  tight  wooden  covers  or  in  tin  cans  or  in  paper 
cartons;  machinery  for  creamery  and  cheese  factories  and  parts 
thereof,  medicines  and  chemicals,  medicinal  oils,  witch  hazel,  medici- 
nal and  flavoring  extracts  and  dye  stuffs,  N.  O.  S.,  in  packages; 
medical  and  surgical  plasters,  surgical  dressings  and  absorbent  cot- 
ton, boxed;  cotton  duck  and  denims,  in  less  carload  lots;  cotton 
drills,  cotton  sheetings  and  cotton  bagging,  bleached  or  unbleached, 
in  less  carloads;  enameled  cloth  and  table  and  shelf  oilcloth  and 
covers,  boxed,  in  less  carloads;  wigans,  window  shades,  cloth  or 
Hollands,  uncut  and  undecorated,  in  less  carloads;  dynamos  and 
electric  motors  and  parts,  extracts  of  beef  and  tomato  bouillon,  boxed, 
in  carload  lots;  extract  of  coffee,  in  boxes,  in  carload  lots;  root  beer, 
ginger  ale  and  extract  of  lemonade,  in  carload  lots;  baby  food,  pre- 
pared, including  malted  milk  and  milkine,  in  boxes,  in  carload  lots; 
sanitarium  foods,  N,  O.  S.,  in  carload  lots;  corrugated  furnaces  or 
flues  for  marine  boilers,  egg  beaters,  files,  corn  poppers,  traps,  in- 
cluding 12  commodities;  structural  iron  grouping,  steam  boilers  under 
30  feet  in  length,  and  fire  brick  for  use  in  same;  shafting,  finished, 
including  hangers,  collars,  couplings,  cranks  and  crank  shafts.  In 
carload  lots;  plain  shafting,  without  connections;  tanks,  including 
enameled  or  glass  lined  tanks,  N.  O.  S.;  locomotives  and  tenders,  on 
flat  cars  (subject  to  rule  12) ;  machinery  and  machines  taking  class 
A  rate  specified  under  machinery  and  machines  in  Western  classifica- 
tion, inculding  truss  hoops,  shingle  machines,  iron  link  belting,  roller 
mills,  pulley  clutches,  iron  shafting,  steam  and  oil  separators,  steam 
traps,  cast  iron  exhaust  heads,  iron  valves,  water  jackets  for  cylinders, 
iron  gear  wheels,  windlasses,  winches,  ship  steerers,  beer  pasteurizers, 
drag  saws,  with  steam  or  horse  power  attachments,  and  stamp  mill 
mortars,  straight  or  mixed;  meters,  N.  O.  S.  (except  electric),  boxed 
or  crated;  cider  mills,  bark  mills,  bone  mills,  grain,  feed  and  paint 
mills,  in  carloads;  mosquito  netting  and  netting,  in  boxes  or  bales; 
oil  well  supplies,  plaster  (land),  in  packages,  in  carload  lots;  force 
pumps,  steam,  electric  or  other  power,  N,  O.  S.,  combined  brass  and 
iron  and  parts  thereof;  spraying  pumps  (hand  power),  quick  silver 
flasks,  in  carload  lots;  railway  supplies  for  steam  or  electric  rail- 
ways and  air  brake  equipment,  chairs,  track  braces,  etc.,  refuse  burner 
material  with  castings  for  grate  bars,  stands,  draft  doors  and  frames 
and    spelt   bottom    (opening    for   refuse) ;    rubber    clothing,    including 


g2Q  RAILROAD    COMMISSION    OF    WASHINGTON 


mackintoshes  or  garments  or  similar  character  and  rubber  gloves 
and  soft  rubber  hats,  boxed,  in  less  carloads;  circular  saws,  mill 
saws,  crosscut  saws  and  drag  saws,  on  boards  or  boxed;  saw  blades, 
in  packages,  and  band  saws,  crated,  in  less  carloads;  scouring,  wash- 
ing and  polishing  compounds,  N.  O.  S.  (not  including  liquid  com- 
pounds except  in  tin  cans),  also  washing  crystals,  in  carload  lots; 
alfalfa,  beet,  clover,  hemp,  flax,  garden,  sunflower  and  sorghum  seed, 
in  less  carloads;  sewing  machines  and  component  parts,  in  boxes 
or  crates,  in  carload  lots;  stills,  oil  refining  and  cooling  tanks  for 
same,  in  carload  lots  ;  tricycles,  velocipedes,  children's,  K.  D.,  crated 
or  boxed,  in  carload  lots;  children's  toy  wagons,  toy  wheel  barrows, 
in  mixed  carloads;  washing  machines,  including  dish  washing  ma- 
chines, boxed  or  crated,  in  carload  lots,  approximately  7  per  cent. 

On  plow  points,  shares,  lays,  wings,  mold  boards,  also  plow  and 
harrow  discs,  cultivator  shovels,  road  scraper  blades,  iron  or  steel, 
in  carload  lots;  ales,  beer  and  porter,  in  wood  or  in  glass,  packed, 
in  carload  lots;  baking  powder  and  baking  powder  compound,  in 
carload  lots;  bath  tubs,  water  closets,  bowls,  cisterns,  urinals,  wash 
bowls,  including  stands,  K.  D.;  stationary  wash  tubs,  cast  iron,  plain 
or  painted,  galvanized,  granite  lined  or  porcelain  lined,  in  less  car- 
loads; beer,  beer  tonic,  malt  extract,  liquid  bread,  in  glass  or  stone, 
packed,  or  in  wood  (subject  to  estimated  weights  provided  in  western 
classification),  in  carload  lots;  boots  and  shoes,  N.  O.  S.,  in  less  car- 
loads; knobs  for  furniture,  locks  and  pictures,  and  sash  locks  and 
fasteners,  in  less  carloads;  toys,  boxed,  including  marbles,  toy  al- 
phabets,^ building  blocks,  banks  and  toys,  N.  O.  S.,  in  less  carloads; 
tricycles  and  velocipedes,  children's,  K.  D.,  in  less  carloads;  bottles 
and  flasks,  glass,  N.  O.  S.,  in  less  carloads;  muscilage  bottles,  empty, 
with  caps  and  brushes,  in  less  carloads;  wire  cloth  and  netting, 
boxed,  in  less  carloads;  carpet  lining,  in  rolls  or  compressed  in  bales, 
in  carload  lots;  brick  dryer  cars,  including  dry  kiln  trucks,  turn 
tables  and  transfers  for  same,  in  carload  lots;  creosote  oil  or  tar 
oil,  in  bottles  or  in  tin  cans  or  in  barrels,  in  carload  lots;  cotton  piece 
goods,  in  the  piece  (28  commodities),  in  carload  lots;  enameled  cloth 
and  table  and  shelf  oilcloth  and  covers,  boxed,  in  carload  lots;  window- 
shade  cloth  or  Hollands,  in  the  piece,  uncut  and  undecorated,  in  car- 
load lots;  bedsteads,  iron  or  brass;  folding  beds,  iron;  cribs,  iron; 
Institution  beds,  iron,  K.  D.,  in  carload  lots;  matches,  in  paper  or 
wooden  boxes,  packed  in  metalic  or  wooden  cases,  in  carload  lots; 
resin,  in  barrels,  in  carload  lots;  pitch  and  tar,  in  carload  lots;  soda 
ash,  soda  crystals,  caustic  soda,  hyposulphite  and  nitrate  and  sul- 
phate of  soda,  chloride  of  lime,  in  kegs,  in  carload  lots,  approximately 
10  per  cent. 

On  arsenate  of  lead,  in  packages,  in  less  carloads;  extract  of 
beef  and  tomato  bouillon,  boxed,  extract  of  coffee,  in  less  carloads; 
extract  of  root  beer,  extract  of  ginger  ale  and  extract  of  lemonade, 
in  less  carloads;  baby  food,  prepared,  including  malted  milk  and 
milkine,   in  less  carloads;    sanitarium  food,  in  less   carloads;    hollow 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO. 


221 


ware,  agate,  granite  and  enameled  (including  nickel,  aluminum  or 
britannia  trimmed),  boxed,  in  less  carloads;  insect  poisons,  in  less 
carloads;  sheet  iron.  No.  12  and  lighter  (black  or  galvanized),  but 
exclusive  of  planished  or  Russian,  not  bent  or  punched,  corrougated, 
N.  O.  S.,  including  ridge  rolls,  roofing  and  siding,  straight  or  mixed 
carloads,  in  carload  lots;  mince  meat  and  pie  preparations,  in  pails 
or  tubs,  when  packed  in  boxes,  crates  or  barrels,  in  kits  or  kegs,  in 
less  carloads;  ochre,  in  packages,  in  less  carloads;  paints,  in  carload 
lots;  cyanide  of  potassium,  in  boxes,  in  less  carloads;  spray  pumps, 
spraying  machines,  hand,  made  of  brass,  in  less  carloads;  broken 
rice  and  brewers'  rice,  in  packages,  in  less  carloads;  toilet  water  (not 
inculding  perfumery),  in  less  carloads;  refuse  burner  material,  namely, 
castings  for  grate  bars,  stands,  draft  doors  and  frames,  spelt  bottom, 
plate  iron,  rolled  and  punched,  angle  bars,  rivets,  bolts,  sprocket 
wheels,  chains  and  not  to  exceed  4,000  pounds  of  wire  cloth  to  each 
burner,  in  carload  lots;  rice  polish  (rice  rust),  rice  bran,  and  rice 
hulls,  in  packages,  in  less  carloads;  road  scrapers,  road  machine, 
grading  plows,  land  graders  and  street  rollers,  in  less  carloads;  tarred 
rope  and  tarred  cordage,  in  carload  lots;  stove  pipes,  iron  (cut  to 
shape),  nested  solid,  boxed  or  crated,  in  carload  lots;  syrup  (corn, 
glucose,  malt,  maple  and  rock  candy)  and  molasses  glucose,  in  bar- 
rels, glucose  jelly,  in  barrels,  kegs,  kits  or  pails,  in  carload  lots;  iron 
tacks,  N.  O.  S.,  in  boxes,  kegs  or  barrels,  in  carload  lots;  twine  and 
cordage,  namely,  cotton,  flax,  hemp,  jute,  fleece,  sail,  spring,  sisal, 
Manila  and  cotton  seine  twine  and  cordage  and  fish  netting  (cotton), 
in  bales,  boxes  or  barrels,  and  rope  of  all  kinds,  in  carload  lots; 
binding  twine  for  harvesters,  varnish,  in  barrels  or  in  cans,  boxed, 
in  straight  carloads  or  in  mixed  carloads  with  paints,  approximately 
5  per  cent. 

On  leather  belting,  in  carload  lots;  rubber  or  cotton  belting,  in 
carload  lots;  street  cars,  with  or  without  motor  attachments,  loaded 
on  flat  cars,  in  carload  lots;  extract  of  hemlock  bark,  in  carload  lots; 
oak  bark  extract,  in  carload  lots;  cream  of  tartar,  boxed,  in  carload 
lots;  wooden  file  cabinets  (including  stands  therefore,  with  or  with- 
out letter  or  document  files),  in  less  carloads;  glassware  (except  cut), 
in  carload  lots;  grates,  in  packages,  in  carload  lots;  iron  service  cocks, 
in  boxes  or  barrels,  and  iron  service  boxes  and  stopcock  boxes,  in 
less  carloads;  barn  and  parlor  floor  hangers,  including  track  for  same, 
in  less  carloads;  iron  vises,  in  boxes  or  barrels,  in  less  carloads;  iron 
hooks,  ice  tools,  iron  corners  for  trunks,  pulleys,  registers,  wrenches 
and  similar  articles,  including  80  commodities;  chains,  sash,  crosscut 
saw  handles,  loging  chains,  coffee  mills,  fruit  presses,  tree  pruners, 
saddlery  hardware,  plain  or  nickel-plated;  door  and  window  springs 
and  similar  articles,  covering  43  commodities;  hollow  ware  of  cast 
iron,  plain  or  enameled,  including  pots,  kettles,  skillets,  spiders, 
Scotch  bowls,  in  carload  lots;  anvils  or  anvils  and  vise  combined,  in 
less  carloads;  awning  rods  and  holders,  in  boxes,  barrels  or  crates, 
in  less  carloads;    carriage  and  wagon   axel  boxes,   in  less   carloads; 


RAILROAD    COMMISSION    OF    WASHINGTON 


clevises,  in  boxes  or  barrels,  in  less  carloads;  conductor  pipes,  eave 
troughs  and  eave  trough  hangers  for  same,  in  carload  lots;  glass 
lamps  and  fixtures,  plain  or  decorated  (not  electric),  not  costing  to 
exceed  $3.00  ped  dozen,  packed  in  boxes  or  barrels,  in  carload  lots; 
gas  or  electric  lamp  shades  or  globes,  common  pressed  or  blown 
glass,  in  carload  lots;  lanterns  (not  including  magic,  paper  or  toy 
lanterns),  in  boxes,  barrels  or  casks,  in  carload  lots;  cyanide  of  pot- 
assium, in  packages,  in  carload  lots;  wood  pulp,  in  packages,  in  less 
carloads;  rice,  broken  and  brewers  rice,  in  packages,  in  carload 
lots;  rubber  clothing  (not  including  mackintoshes  and  garments  of 
similar  character)  and  rubber  gloves  and  soft  rubber  hats,  boxed,  in 
carload  lots;  rubber  packing,  in  straight  carloads  or  mixed  with 
rubber  packing  and  rubber  belting,  in  carload  lots;  rubber  corks, 
saleratus  and  bicarbonate  soda  and  soda  carbonating  compound,  in 
carload  lots;  salt,  in  carload  lots;  scales  and  scale  beams,  N.  O.  S. 
(not  including  computing  scales,  gold  weighing  scales  nor  assayers' 
or  apothecaries'  scales),  all  fragile  parts  boxed  or  crated,  in  carload 
lots;  the  following  ship  chandlery,  ship  building  hardware,  such  as 
clews,  thimbles,  eye  bolts,  bolts,  hooks,  ring  bolts,  rowlocks,  shackles 
and  mast  hoops,  in  less  carloads;  oars,  both  in  carloads  and  less 
carloads;  pulleys  and  blocks,  in  less  carloads;  windlasses  (not  steam), 
in  less  carloads;  the  following  shoe  findings,  boot  and  shoe  heels 
(leather  or  rubber)  or  wood  covered  with  leather,  soles  (leather  or 
rubber)  and  shoe  counters,  in  less  carloads;  shoe  rivets,  in  boxes 
or  kegs,  in  less  carloads;  wire  staples  for  button  fastenings,  in  boxes 
-or  kegs,' in  less  carloads;  bob  sleds,  spiral  bed  springs,  in  boxes  or 
casks,  in  less  carloads;  wire  springs,  N.  O.  S.,  in  boxes  or  casks,  in 
less  carloads;  the  following  stamped  ware:  Agate  or  enameled,  also 
granite  iron  ware,  N.  O.  S.,  in  boxes,  barrels  or  crates,  and  stamped 
ware,  N.  O.  S.,  in  boxes,  barrels  or  crates,  in  carload  lots;  whet- 
stones or  scythe  stones  and  sand  stones,  in  less  carloads;  tin  foil, 
in  packages,  in  >ess  carloads;  tinware,  in  carload  lots;  sheet  iron 
tubes  one  inch  in  diameter;  type,  boxed,  in  less  carloads,  approximately 
9  per  cent. 

On  brass  valves,  in  carload  lots;  building  cement  or  paving  ce- 
ment, in  packages,  in  carload  lots;  cement  work  for  building  pur- 
poses; the  following  furniture:  From  machine  or  bench,  unfinished, 
in  the  white,  not  mahogany,  rosewood,  ebony,  black  walnut  or  cherry, 
also  wood  seats  for  chairs,  i>erforated  or  unperforated,  unfinished,  in 
the  white;  cast  iron  pipe  and  cast  iron  connections  for  the  same  in 
less  carloads;  leather,  in  boxes  or  rolls,  as  follows:  Bellies,  collars, 
heads,  pieces,  harness,  rough,  scrap  (in  sacks),  tufts  (in  sacks),  seal 
shirting,  sole,  splits,  tanned  goat  skins  (without  hair),  tanned  sheep 
skins  (without  wool),  walrus;  brandy  and  New  England  rum,  in  bulk 
in  barrels  or  drums,  carriers  liability  limited  to  $1.50  per  measure- 
ment gallon,  unless  actual  value  is  less,  in  less  carloads;  billets, 
blooms,  ingots,  muckbar  and  scraps,  in  carloads;  gin  in  bulk,  in  bar- 
rels  or  drums,  carriers'  liability  limited  to   $1.50   per   gallon,   unless 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^^S 


actual  value  is  less,  in  less  carloads;  looking  glasses,  framed  or  un- 
framed,  and  looking  glasses,  boxed,  in  carload  lots;  ferrules,  combina- 
tion brass  and  iron,  in  less  carloads;  pickles,  N.  O.  S.,  including 
kraut,  catsup,  table  sauce,  N.  O.  S.,  mustard,  prepared,  olives,  pepper 
sauce,  vinegar,  in  bottles  (packed)  or  in  wood,  horse  radish  and  capers, 
in  less  carloads;  soapstones,  slabs  and  griddles,  boxed,  in  less  car- 
loads, approximately  20  per  cent. 

On  china  and  majolica  ware,  not  including  ornaments,  in  boxes, 
barrels  or  casks,  in  less  carloads;  cotton  seed  oil,  foots  for  soap  stock, 
in  barrels  or  sacks;  crockery,  not  including  ornaments  or  plumbers' 
crockery,  and  queensware,  in  boxes,  barrels,  tierces,  crates  or  hogs- 
heads, in  less  carloads;  earthenware  (including  earthenware  jardin- 
iers),  packed  in  boxes,  barrels,  crates,  casks  or  hogsheads,  in  less 
carloads;  faucets,  pewter,  in  boxes  or  barrels,  in  less  carloads;  sheet 
iron,  punched  for  rivets,  in  crates  or  bundles,  strapped  or  in  boxes,  in 
less  carloads;  wood  pulp,  in  packages,  in  carload  lots;  files,  including 
rasps,  in  boxes  or  barrels,  in  less  carloads;  elevator  guides  and  fish 
plates  and  bolts,  in  carloads;  stoneware,  in  boxes,  barrels,  crates,  casks 
or  hogsheads,  approximately  15  per  cent.;  also  copper  goods  (not  silver- 
plated),  bolts,  bottoms,  nails,  rivets,  tacks,  blanks  and  castings,  boxed, 
in  less  carloads. 

On  cotton  duck  and  denims,  in  carload  lots;  cotton  drills,  cotton 
sheetings  and  cotton  bagging,  bleached  or  unbleached,  in  carload  lots; 
cotton  yarn,  straight  carloads,  in  carload  lots;  axle  grease,  not  in- 
cluding machine  lubricant,  including  mineral  or  _  petroleum  axle 
grease,  in  packages,  in  less  carloads;  hides  and  sreep  pelts,  green,  in 
carload  lots;  fruit  juice,  N.  O.  S.,  and  blackberry  brandy,  in  wood, 
carriers'  liability  limited  to  $1.50  per  measurement  gallon,  unless 
actual  value  is  less,  in  less  carloads;  liquors,  in  bulk,  N.  O.  S.,  in  barrels 
or  drums,  carriers'  liability  limited  to  $1.50  per  measurement  gallon, 
unless  actual  value  is  less,  in  less  carloads;  fish  netting  (cotton),  in 
packages,  in  carload  lots;  caster,  cocoanut,  corn,  palm,  blubber,  rape 
seed,  dead,  kalon,  lard,  linseed,  neatsfoot,  red,  resin  or  "Y"  and  tallow 
and  transformer  oils,  in  less  carloads;  cotton  seed  oil,  subject  to  re- 
fining in  transit  privileges  as  published  in  tariffs  of  individual  lines 
on  file  with  Interstate  Commerce  Commission,  in  less  carloads;  lucol 
oil,  in  less  carloads;  rice  oil,  in  less  carloads;  rubber  boots  and  shoes, 
including  tennis  shoes  (canvas  tops),  boxed,  in  carload  lots;  yellow 
metal  and  yellow  metal  nails  and  spikes,  in  carload  lots;  toys,  as  de- 
scribed, in  packages,  straight  or  mixed  carloads;  wheel  barrows,  K.  D., 
wheel  barrow  wheels  and  barrow  carts,  K.  D.,  in  carloads;  window  cur- 
tain poles,  wooden,  in  carload  lots;  approximately  11  per  cent. 

On  spool  thread,  cotton  and  linen,  in  cases  or  in  cabinets,  in  less 
carloads;  mattresses  and  frames,  metalic  wire  cots,  wooden  folding 
cribs,  with  woven  wire  bottoms  (K.  D.  or  folded  flat),  wire  and  spring 
beds  and  bottoms  and  canvas  cots,  not  upholstered,  in  packages,  in 
less  carloads,  approximately  25  per  cent. 

On   feathers   and   feather   pillows,  %iachine   compressed   in   bales, 


gg4  RAILROAD   COMMISSION  OP  WASHINGTON 

in  carload  lots;  canvas  telescope  trunks  and  valices,  in  carload  lots; 
trunks,  empty  or  packed  with  traveling  bags,  telescopes  and  valises, 
or  traveling  bags,  telescopes  and  valises,  packed  in  cases,  in  carload 
lots;    skids,  in  less  carloads,  approximately  18  per  cent. 

On  ferrules,  combination  brass  and  iron,  in  boxes  or  barrels,  in 
carload  lots;  rubber  hose,  with  or  without  covering,  in  cases,  crates 
or  bales,  in  less  carload  lots;  iron  and  steel  angles,  channel,  beams, 
columns,  girders,  zees  and  tees,  not  over  32  feet  long,  in  less  carloads; 
iron  and  steel  axles  and  axle  boxes  and  nuts  for  wogans  and  carriages, 
range  boilers,  including  stands  for  same,  in  carload  lots;  bolts,  nuts, 
washers,  nut  locks,  rivets,  lag  bolts  and  lag  screws,  in  less  carloads; 
iron  and  steel  box  straps,  in  packages,  in  less  carloads;  iron  and  steel 
hasps,  hooks,  hoop  keeps,  staples  and  lap  links,  in  boxes,  kegs  or  bar- 
rels, in  less  carloads;  wood  screws,  N.  O.  S.,  in  boxes  or  kegs,  in 
less  carloads;  plain  shafting,  not  over  32  feet  long;  iron  and  steel 
horse,  mule  and  ox  shoes,  including  t'oe  calks,  in  boxes  or  kegs,  in 
carloads;  sucker  rods  in  packages,  in  less  carloads;  telegraph,  tele- 
phone and  electric  line  poles,  cross  arms  and  cross  arm  braces  for 
same,  in  less  carloads;  telegraph  or  telephone  pole  steps,  in  packages, 
in  less  carloads;  baling  ties,  in  packages,  in  less  carloads;  alcohol, 
including  wood  alcohol,  high  wines  and  pure  spirits,  in  bulk,  in  bar- 
rels or  drums,  carrier's  liability  ilimited  to  $2.00  per  measurement 
gallon,  unless  actual  value  is  less,  in  less  carloads;  nails  and  spikes 
(not  including  railroad  spikes  or  ship  and  boat  spikes),  cut  or  wire, 
N.  O.  S.,  in  less  carloads;  horse  nails,  in  boxes,  in  less  carloads;  ce- 
ment coated  nails,  in  boxes  or  kegs,  in  less  carloads ;  paints,  in  less  car- 
loads; court  plaster  in  packages,  in  L.  C.  L.;  powder  keg  material, 
metal  boxed,  in  ^ess  carloads;  quicksilver  flasks,  in  less 
carloads;  car  wheels  and  axles,  in  less  carloads;  rice,  rice  flour,  rice 
meal,  rice  flakes  or  flaked  rice  and  broken  rice,  in  less  carloads; 
rubber  tubing,  in  cases,  crates  or  bales,  in  less  carloads;  bar  and  slab 
iron,  up  to  6  inches  wide,  and  rod,  hoop  and  band  iron,  in  less  car- 
loads; sad  irons  (not  including  electric,  gas,  gasoline  or  charcoal 
sad  irons)  and  handles  for  same  when  packed  with  sad  irons,  in 
boxes,  in  less  carloads;  scouring,  washing  and  polishing  compounds, 
N.  O.  S.  (not  including  liquid  compounds,  except  when  in  tin  cans, 
boxed),  also  washing  crystals,  in  less  carloads;  ship  and  boat  spikes, 
in  less  carloads;  shoes,  heads,  rings,  tires  or  dies  (for  quartz  mills), 
cams  and  tappets,  iron  or  steel,  in  less  carloads;  cast  iron  stoves,  in 
less  carloads;  iron  fireplaces  and  grates  for  same,  N.  O.  S.,  made  of 
wrought  or  cast  iron,  also  furnace  grates,  in  carloads;  portable  fire- 
places and  grates  for  same,  N.  O.  S.,  and  portable  steam  radiating 
mantels,  in  carloads;  stove  pipe,  including  iron  stove  pipe  cut  in  shape, 
nested,  stove  pipe  elbows,  tees  and  thimbles,  in  carload  lots;  tile, 
marble  and  slate,  boxed  or  crated,  in  less  carloads;  tile,  earthen 
or  encaustic,  for  flooring  and  facing,  plain  or  figured,  glazed  or  un- 
glazed,  also  enameled  brick,  in  less  carloads;  tile  and  opalite  glass, 
boxed  or  crated,  in  less  carloads;   varnish,  in  barrels  or  cans,  boxed. 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  ^25 


in  straight  carloads  or  in  mixed  carloads  with  paint,  in  less  carloads; 
wall  coating  and  wall  finish,  N.  O.  S.,  in  boxes,  barrels  or  casks,  in 
less  carloads;  barbed  wire  fence,  including  staples  and  steel  stay- 
guards,  in  less  carloads;  iron  wire,  plain,  galvanized,  tinned  or 
coppered  (including,  if  desired,  steel  stayguards),  in  less  carloads; 
wire  rods,  in  less  carloads;  approximately  4  per  cent. 

On  poultry  food,  namely,  ground  meat  and  bone,  alfalfa  meal, 
blood  meal,  clover  meal,  gluten  meal,  cut  alfalfa,  cut  clover,  grain 
screenings,  millet  seed,  crushed  shells  and  charcoal,  in  packages,  in 
less  carloads;  yellow  metal  and  yellow  metal  nails  and  spikes,  in  less 
carloads;  washing  machines,  including  dish  washers,  boxed  or  crated, 
in  less  carloads,  approximately  14  per  cent. 

On  knobs  for  furniture,  locks  and  pictures,  in  packages,  and  sash 
fasteners  and  locks,  in  packages,  in  carload  lots;  butts  and  hinges 
(except  spring),  in  boxes,  kegs,  barrels  or  casks,  in  less  carloads; 
rails,  including  mining  rails  and  saw  mill  track,  and  ties,  iron  or 
steel,  including  fastenings;  shoddy  rubber  or  reclaimed  rubber,  in 
packages,  in  less  carloads;  rubber  junk,  in  less  carloads;  rubber  tired 
(not  pneumatic)  for  buggy  and  carriage  wheels,  boxed,  in  carload  lots; 
sledges,  wedges  and  mauls,  iron  or  steel,  in  boxes,  barrels  or  crates, 
in  less  carloads;  solder,  in  less  carloads;  spirits  of  turpentine  and 
turpentine  substitutes,  in  barrels  or  in  cases,  in  less  carloads,  approxi- 
mately 13  pel  cent. 

On  carriage  and  wagon  axles,  in  less  carloads;  buff  leather,  calf 
finished,  including  patent  leather;  finished  kip,  finished  veal,  finished 
wax  leather,  lace,  latigo,  chamois,  tanned  deer,  tanned  goat  (with  hair 
on),  tanned  shearling  skins  and  tanned  sheep  skins  (with  wool  on), 
in  less  carloads;  salt,  in  packages,  in  less  carloads;  approximately 
17  per  cent. 

On  liquors,  N.  O.  S.  (including  fruit  juice,  N.  O.  S„  but  not  in- 
cluding champagne),  in  glass,  packed,  in  less  carloads;  meat  currie 
in  packages,  in  less  carloads;  organs,  melodians,  pianos,  mechanical 
pianos  mechanical  piano  players  and  automatic  slot  pianos,  boxed; 
pipe  organs,  also  organ  and  piano  benches,  chairs  and  stools,  in  less 
carloads;  tarred  rope  and  tarred  cordage,  in  less  carloads;  automobile 
springs,  carriage  and  wagon  springs  and  wagon  bolsters  and  seat 
springs,  N.  O.  S.,  also  iron  or  steel  axles,  in  less  carloads;  cotton, 
flax,  hemp,  jute,  fleece,  sail,  spring,  sisal,  Manila  and  cotton  seine 
twine  and  cordage  and  fish  netting  (cotton),  in  bales,  boxes  or  bar- 
relF,  and  all  kinds  of  rope,  except  wire,  in  less  carloads;  binding 
twine  lor  harvesters,  in  less  carloads,  approximately  16  per  cent. 

On  condensed  milk,  in  hermetically  sealed  cans,  boxed,  or  in 
bottles  packed  in  boxes,  in  less  carloads;  rhubarb  roots,  dried,  in 
packages,  in  carload  lots;  rubber  tires  (not  pneumatic),  for  buggy  and 
carriage  wheels,  boxed,  in  less  carloads;  bakers'  ovens  (sectional) 
steel  and  iron,  K.  D.,  and  brick  for  same,  in  carload  lots;  gas  and 
gasoline  water  heaters,  instantaneous,  with  copper  or  nickel-plated 
jackets,  boxed,  in  less  carload  lots;  air-tight  heating  stoves  (sheet 
15— A 


226  RAILROAD    COMMISSION    OF    WASHINGTON 

iron),  wiih  or  "withoiu  cast  iron  tops  and  base,  in  carload  lots;  iron 
fireplaces  and  grates  for  same,  N.  O.  S.,  made  of  wrought  or  cast 
iron,  also  furnace  grates,  gas  grates,  boxed  or  crated;  portable  fire- 
places and  portaole  steam  radiating  mantels,  iron  lining,  grate 
dampers  and  andirons  (iron),  in  carload  lots;  stoves  or  grates,  gas, 
oil  and  gasoline  and  ovens,  boxed  or  crated,  in  carload  lots;  air  or 
steam  furnace  castings,  iron  floor  or  wall  ventilators,  in  carload  lots; 
tacks,  iron,  N,  O.  S.,  in  boxes,  kegs  or  barrels,  in  less  carloads;  ap- 
proximately 3  per  cent. 

On  rhubarb  roots,  dried,  in  packages,  in  less  carloads;  bakers' 
ovens  (sectional),  steel  and  iron,  K.  D.,  and  brick  for  same,  in  less 
carloads;    approximately  2  per  cent. 

On  crude  rubber,  in  packages,  in  less  carloads;  approximately  40 
per  cent. 

On  pulverized  silica  or  silex,  in  less  carloads;  approximately  50 
per  cent. 

On  soapstone,  N.  O.  S.,  in  less  carloads;  approximately  29  per  cent. 

On  building  terra  cotta,  boxed  or  crated;  approximately  19  per 
cent. 

On  tin  can  tops,  packed  solid  in  boxes,  in  carload  lots;  approxi- 
mately 30  per  cent. 

On  tin  can  tops,  packed  solid  in  boxes,  in  less  carloads;  approxi- 
mately 52  per  cent. 

On  vanilla  beans  and  tonka  beans,  boxed,  carrier's  liability  limited 
to  $1.00  per  pound,  unless  actual  value  is  less,  approximately  21  per 
cent. 

That  had  said  rates  as  increased  been  in  force  and  effect  during 
the  years  1905,  1906,  1907  and  1908  the  earnings  from  interstate  west 
bound  freight  would  have  been  materially  increased,  towit:  For  the 
year  1906,  $50,000.00;  for  the  year  1907,  $65,000.00;  for  the  year  1908, 
$77,000.00. 

That  the  interstate  tonnage  and  ton  miles  moved  over  the  lines 
of  said  road  in  this  state  on  substantially  all  freight  other  than  lum- 
ber and  shingles  very  materially  increased  in  the  year  1907  over  simi- 
lar tonnage  and  ton  miles  moving  in  1906  and  equally  increased  in 
1908  over  similar  tonnage  and  ton  miles  moving  in  1907. 

No.  88. 
That  following  the  system  of  accounts  adopted  by  the  railroad 
companies,  the  cost  of  operation  hereinbefore  set  out  has  not  in- 
cluded taxes  paid  on  railroad  property  within  the  state;  that  the 
Great  Northern  Railway  Company  has  paid  taxes  on  its  property  in 
this  state  as  follows: 

For  the  year  1905,  the  sum  of  $140,747.81 

For  the  year  1906,  the  sum  of   172,057.26 

For  the  year  1907,  the  sum  of  344,548.33 

For  the  year  1908,  the  sum  of   457,577.51 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  gg^ 

No.  89. 
That  the  earnings  and  expenses  of  operation  hereinbefore  set 
out  as  earnings  and  expenses  of  said  road  for  the  years  1905,  1906  and 
1907  do  not  include  the  earnings,  from  or  expenses  incurred  in  operat- 
ing the  Spokane  Falls  &  Northern  Railroad  system,  which  includes 
the  Spokane  Falls  &  Northern  Railway  and  the  Columbia  &  Red 
Mountain  Railway  and  the  Washington  &  Great  Northern  Railroad, 
as  during  said  years  last  mentioned  roads  were  operated  as  separate 
and  distinct  corporations;  that  the  earnings  and  operating  expenses 
hereinbefore  set  out  for  the  year  1908  includes  the  lines  last  mentioned. 

No.  90. 

That  under  the  rates  now  charged  the  probable  and  estimated 
gross  earnings  of  the  said  railroad  from  state  business  over  its  lines 
in  the  state  of  Washington  for  the  year  ending  June  30th,  1909,  is  the 
sum  of  $5,647,668,  and  the  estimated  expense  of  earning  the  same, 
exclusive  of  interest  on  the  value  of  the  investment  or  of  interest  on 
the  funded  indebtedness  and  dividends  on  stock,  is  the  sum  of 
$3,086,767. 

No.  91. 

That  based  upon  the  relative  cost  of  service  and  the  relative 
value  of  the  service  rendered  the  shipper,  the  relative  charge  on 
state  shipments  is  greatly  in  excess  of  the  rates  charged  on  inter- 
state shipments. 

No.  92. 

That  on  the  said  line  from  Colbert  to  the  international  boundary, 
consisting  of  125.84  miles,  there  are  410  curves,  with  an  aggregate 
length  of  curved  line  amounting  to  45.98  miles;  that  there  is  79.80 
miles  of  straight  line;  that  there  is  23.59  miles  of  level  track;  that 
there  are  58  ascending  grades,  making  an  aggregate  ascent  of  1,682 
feet,  said  ascending  grades  having  an  aggregate  length  of  46.72  miles; 
that  there  are  64  descending  grades,  making  an  aggregate  descent  of 
2,150  feet  and  an  aggregate  length  of  descending  grades  of  55.53  miles. 

That  on  said  line  from  Northport  to  Peterson,  consisting  of  7.47 
miles,  there  is  3.45  miles  of  straight  track  and  4.02  miles  of  curved 
line,  aggregating  50  curves;  that  there  is  .58  miles  of  level  line;  that 
there  is  5  ascending  grades,  having  an  aggregate  length  of  6.89  miles 
and  making  an  aggregate  ascent  of  867  feet. 

That  on  said  line  from  Marcus  to  Laurier,  consisting  of  27.66 
miles,  there  are  88  curves,  having  an  aggregate  length  of  12.29  miles, 
and  there  are  15.37  miles  of  straight  line;  there  are  11.79  miles  of 
level  line;  there  are  6  ascending  grades,  with  an  aggregate  length  of 
15.32  miles  and  making  an  aggregate  ascent  of  402  feet;  there  are  2 
descending  grades,  making  an  aggregate  descent  of  12  feet  and  having 
an  aggregate  length  of  .55  miles. 

That  on  said  line  from  Republic  to  Danville,  consisting  of  31.70 
miles,  there  are  79  curves,  with  an  aggregate  length  of  curved  line  of 
13.64  miles  and  18.06  miles  of  straight  line;   there  are  15.25  miles  of 


228  RAILROAD    COMMISSION    OF    WASHINGTON 

level  line;  there  are  13  ascending  grades,  making  an  aggregate  ascent 
of  696  feet  and  having  an  aggregate  length  of  15.81  miles;  there  are 
3  descending  grades,  making  an  aggregate  descent  of  13  feet  and 
having  an  aggregate  length  of  .64  miles. 

That  on  said  portion  of  said  line  from  Curlew  to  Midway,  consist- 
ing of  14.52  miles,  there  are  31  curves,  having  an  aggregate  length 
of  6.46  miles;  there  are  8.06  miles  of  straight  line;  there  are  4.27 
miles  of  level  line;  there  are  8  ascending  grades,  making  an  aggre- 
gate ascent  of  109  feet  and  having  an  aggregate  length  of  8.94  miles; 
there  are  3  descending  grades,  making  an  aggregate  descent  of  14  feet 
and  having  an  aggregate  length  of  1.31  miles. 

That  on  said  line  from  Republic  to  Eureka,  consisting  of  9.80  miles^ 
there  are  48  curves  having  an  aggregate  length  of  3.86  miles,  and  5.94 
miles  of  straight  line;  there  are  1.39  miles  of  level  line;  there  are 
9  ascending  grades  making  an  aggregate  ascent  of  792  feet  and  having 
an  aggregate  length  of  7.60  miles;  there  are  4  descending  grades, 
making  an  aggregate  descent  of  87  feet  and  having  an  aggregate  length 
of  .81  miles. 

That  on  said  line  from  the  International  boundary  line  near  Mol- 
son  to  International  boundary  line  near  Chopaka,  consisting  of  48.46 
miles,  there  are  120  curves  having  an  aggregate  length  of  20.79  miles,, 
and  27.67  miles  of  straight  line;  there  are  8.80  miles  of  level  lines; 
there  are  13  ascending  grades  making  an  aggregate  ascent  of  409  feet 
and  having  an  aggregate  length  of  13.22  miles;  there  are  8  descending 
grades  making  ^n  aggregate  descent  of  2802  feet  and  having  an  aggre- 
gate lengtlj  of  26.44  miles. 

That  on  said  line  from  the  Idaho  state  line  to  Leavenworth,  consist- 
ing of  245  miles,  there  are  336  curves  having  an  aggregate  length  of 
64.25  miles,  and  180.75  miles  of  straight  line;  there  are  56.92  milel  of 
level  line;  there  are  86  ascending  grades  making  an  aggregate  ascent 
of  2404  feet  and  having  an  aggregate  length  of  76.85  miles;  there  are 
100  descending  grades  making  an  aggregate  descent  of  3339  feet  and 
having  an  aggregate  length  of  111.23  miles. 

That  on  said  line  from  Hillyard  to  Spokane,  consisting  of  4.30 
miles,  there  are  5  curves  having  an  aggregate  length  of  .67  miles  and 
3.63  miles  of  straight  line;  there  are  .57  miles  of  level  line;  there  is 
one  ascending  grade  making  an  aggregate  ascent  of  155  feet  and  having 
an  aggregate  length  of  3.73  miles. 

That  on  said  line  from  Leavenworth  to  Seattle,  consisting  of  141.91 
miles,  there  are  378  curves,  having  an  aggregate  length  of  54.0^ 
miles,  and  87.82  miles  of  straight  line;  there  are  31.96  miles  of  level 
line;  there  are  40  ascending  grades  making  a  total  ascent  of  2442  feet 
and  having  .an  aggregate  length  of  89.28  miles;  there  are  47  descend- 
ing grades,  making  an  aggregate  descent  of  3637  feet  and  having  an 
aggregate  length  of  70.67  miles. 

That  on  said  line  from  Everett  Junction  to  International  boundary 
line  near  Blaine,  consisting  of  89,10  miles,  there  are  96  curves  having 
a  total  length  of  16.64  miles,  and  72,46  miles  of  straight  line  there  are 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO. 


229 


35.61  miles  of  level  line^  there  are  38  ascending  grades  making  a  total 
ascent  of  581  feet  and  having  an  aggregate  length  of  31.14  miles; 
there  are  38  descending  grades  making  a  total  descent  of  429  feet  and 
having  an  aggregate  length  of  22.35  miles. 

That  on  said  line  from  Anacortes  to  Rockport,  consisting  of  57.72 
miles,  there  are  97  curves  having  an  aggregate  length  of  12.17  miles; 
and  45.55  miles  of  straight  line;  there  are  24.94  miles  of  level  line; 
there  are  32  ascending  grades  making  a  total  ascent  of  398  feet  and 
having  an  aggregate  length  of  23.35  miles;  there  are  25  descending 
grades  making  a  total  descent 'Of  233  feet  and  having  an  aggregate 
length  of  9.43  miles. 

No.  93. 

That  the  relative  volume  of  freight  movement,  relative  rate  and 
relative  cost,  state  and  interstate,  is  shown  by  the  following  table: 


Ton  Miles  Handled. 

Relative  Rate. 

Relative  Cost. 

Commodity. 

State. 

Inter- 
State. 

State. 

Inter- 
state. 

State. 

Inter- 
State. 

1,031,474 

12,711,744 

2,123,708 

1,159,634 

442, 144 

30,  568 

3,886 

99,474 

226,408 

576,281 

96,724 

110,068 

38,625 

45. 592 

5,699 

498,308 

97,506 

336,7.32 

424,609 

1,546,384 
1,664,937 
34,851,693 

.471 

.420      3  9423 

1 

Grain 

.147 
.121 

.117         8820  \            1. 
.109  i  1  4499  ;            1. 

Logs,  etc  

341,097 

928,  624 

680, 769 

248,  776 

1,668.514 

404,488 

5,732,289 

3,359,668 

1,309,627 

546,685 

227,525 

111,957 

2,807,675 

653,950 

213,426 

97,  163 

.056 
.112 
.873 
.343 
.204 
.890 
.218 
.213 
.288 
.288 
.265 
.140 
.122 
.122 
.078 
078 

.075  1  1.6635  i            1. 

Coal. 

.055      1  82.S5  <            1 

1st  class 

.272  1  1  2065  '■■            1 

.313      1  2065  1            1 

3rci  class 

4th  class  

.398  1  1.2065  !            1. 
.250  1  1.2065  i            1. 

6th  class 

-dth  class 

.140  1  1.2065  1            1. 
140      1  4287  i             1 

A  class  

A  class  

B  class 

O  class 

.261      1.2065  :            1. 
.261      1.8258               1, 
.263  1  1.2065               1. 
.164  !  1.2065               1. 

D  class 

.110  1  1  2065                1 

D  class  

.110 
.068 
068 

1.3836  1            1. 

E  class 

1.2065  !           1. 

"R  class 

1  8574  1            1 

That  there  were  41,733,908  passengers  carried  one  mile  within  the 
state  and  21,145,473  passengers  carried  one  mile  within  the  state  on 
Interstate  haul;  the  rate  per  passenger  mile  allowing  for  all  revenues 
derived  from  operation  of  passenger  trains  was  2.8863  cents  per  pas- 
senger mile  state,  and  2.8107  cents  per  passenger  mile  interstate.  The 
cost  per  passenger  mile,  allowing  for  all  operating  expenses  connected 
with  the  operation  of  passenger  trains,  was  .8781  per  cent,  per  pas- 
senger mile  state  to  1.  per  cent  per  passenger  mile,  interstate. 

No.  94. 
That  the  fair  cash  market  value  of  all  the  lines  operated  by  the 
Great  Northern  Railway  Company  in  the  state  of  Washington  on  the 
30th  day  of  June,  1908,  was  and  is  the  sum  of  $59,577,212.00. 


No.  95. 
From  a  consideration  of  all  of  the  evidence  and  a  consideration  of 
the  foregoing  findings  the  commission  concludes  as  a  further  fact  that 


230  RAILROAD    COMMISSION    OF   WASHINGTON 

the  value  of  the  property  of  the  Great  Northern  Railway  company  in  the 
state  of  Washington,  used  by  it  for  the  accommodation  of  the  state 
business,  was  and  is  45%  of  the  total  value  of  the  property  used  for 
each  of  the  years  1906,  1907  and  1908  as  heretofore  found,  and  the  value 
of  its  property  within  the  state  used  by  it  for  the  accommodation  and 
use  of  interstate  business  was  and  is  55%  of  the  total  value  of  its 
property  for  each  of  the  years  1906,  1907  and  1908;  and  that  the  pres- 
ent value  of  the  property  of  said  road  used  by  it  for  state  business  is 
the  sum  of  $26,809,745.40,  and  the  present  value  of  its  property  within 
the  state  used  for  interstate  business  is  the  sum  of  $32,767,466.60. 


In  reaching  the  conclusion  as  to  the  division  of  value  of  the  prop- 
erty in  accordance  with  the  value  of  its  use  for  state  and  interstate 
purposes,  we  have  no  precedent  to  guide  us.  This  is  a  question  that 
has  never  been  fully  presented  to  the  courts.  A  partial  presentation 
does  not  afford  a  proper  precedent.  The  question  as  considered  by  this 
commission  is  almost  wholly  new. 

We  have  considered  several  methods  of  division,  among  them  the 
division  of  value  acocrding  to  the  net  returns  on  state  and  interstate 
business.  In  this  method  both  the  actual  net  returns  have  been  con- 
sidered and  the  net  returns  as  they  should  be  when  based  on  reason- 
able rates  and  under  proper  charge  for  operating  expenses.  The  net 
returns  can  only  be  found  in  the  consideration  of  an  entire  schedule  of 
rates.  The  net  returns  on  the  schedule  of  state  rates  is  easily  ascer- 
tained. But  the  interstate  rates  applicable  to  this  state  constitute  only 
a  portion  of  the  entire  schedule  of  intersate  rates,  and  these  latter  rates 
are  beyond  the  jurisdiction  of  a  state  commission,  and  the  net  earnings 
on  the  entire  schedule  of  interstate  rates  is  not  obtainable. 

An  objection  to  using  actual  net  returns  as  a  basis  of  division  is  the 
fact  that  such  returns  are  based  on  the  rates  charged.  Should  a  sub- 
sequent determination  of  the  reasonableness  of  rates  result  in  a  ma- 
terial change  in  the  schedule  of  rates,  the  net  returns  would  be  di- 
rectly affected,  entirely  changing  the  division,  thus  rendering  unstable 
the  very  foundation  for  determining  such  reasonableness  of  rates.  Nor 
can  the  commission  at  this  time  say  what  a  reasonable  schedule  of 
rates  should  be.  That  is  a  conclusion  to  be  drawn  after  finding  the 
value  of  the  property  used  for  the  public  convenience,  in  the  conduct  of 
state  business,  and  is  a  matter  for  subsequent  proceedings. 

There  is  another  objection  to  basing  a  division  of  value  on  net  re- 
turns. If  the  interstate  rates  should  yield  no  profit  then  there  would 
be  no  division,  but  the  entire  value  of  the  property  would  be  as- 
signed to  state  use.  '  That  portion  of  the  schedule  of  interstate  rates 
applicable  to  this  state  might  yield  unremunerative  returns,  while  the 
entire  schedule  of  interstate  rates  would  yield  reasonabl  returns.  Then 
the  burden  of  unremunerative  interstate  rates  within  the  state  would 
be  thrown  on  state  traffic.  Such  method  is  variable,  the  result  depend- 
ing on  the  rate  of  returns  allowed.  It  is  not  uniform,  as  it  cannot  be 
applied  to  all  roads  alike. 


FINDINGS   APPLICABLE   TO   G.  N.  RY.  CO.  ggl 


A  further  objection  to  the  division  of  value  on  the  theory  of  net  re- 
turns is  the  fact  that  such  theory  involves'  the  proposition  that  rates 
should  be  based,  not  on  the  cost  of  service,  but  on  "What  the  traffic 
will  bear  and  move."  If  the  latter  proposition  is  correct,  then  the  di- 
vision of  value  should  be  based  on  the  value  of  the  use  to  the  ship- 
per. With  this  view  we  cannot  agree.  Such  view  involves  an  exam- 
ination into  the  profits  of  a  shipper  to  determine  if  his  business  will 
stand  an  increase  in  rates  and  move.  We  believe  this  theory  to  be 
untenable  from  a  rate  regulation  standpoint. 

There  are  a  number  of  methods  by  which  the  division  of  value  as 
found  by  us  can  be  determined,  among  them  the  following:  Assume  that 
each  class  of  traffic,  state  and  interstate,  should  yield  a  reasonable 
profit,  and  that  such  profit  should  be  based  on  the  cost  of  the  service, 
the  same  relationship  of  profit  to  cost  of  service  would  exist  in  each 
case.  Assuming  a  fair  profit  on  interstate  business  and  the  same  per- 
centage of  profit  on  the  state  business,  then  the  relation  of  the  profits 
in  each  case  would  determine  the  relative  value  of  use. 

The  unit  of  measurement  of  freight  movement  is  one  ton  hauled 
one  mile,  and  the  unit  of  passenger  movement  is  one  passenger  hauled 
one  mile.  By  ascertaining  the  number  of  tons  hauled  one  mile  and  the 
number  of  passengers  carried  one  mile,  state  and  interstate,  the  relative 
volume  of  service  is  secured.  Assuming  that  all  tonnage,  state  and 
interstate,  moved  at  the  same  rates  per  ton,  regardless  of  classification 
and  commodity,  and  at  the  same  cost  of  service,  then  the  division  of 
value,  as  far  as  freight  business  is  concerned,  would  be  found  in  the 
relative  volume  of  business  done.  The  same  assumption  holds  true  as 
to  the  passenger  movement.  But  as  the  rate  charged  varies  in  a  differ- 
ent degree  in  the  different  classes  and  commodities,  and  the  cost  of  per- 
forming the  service  varies,  state  and  interstate,  consideration  has  been 
given  to  the  relative  rate  charged  and  the  relative  cost  of  service. 

In  carrying  out  the  mathematical  calculations,  based  on  finding  No. 
93,  necessary  to  reach  the  result,  it  is  shown  that  the  consideration 
of  the  relative  rates  at  which  freight  actually  moved  in  the  different 
classes  and  commodities  varied  the  result  but  little,  so  that  a  change  in 
rates  would  but  slightly  affect  the  division.  Such  consideration  of  rates 
is  necessary,  otherwise  a  comparison  could  not  be  made  of  a  state  haul 
of  a  ton  of  coal  and  an  interstate  haul  of  a  ton  of  silk. 

There  are  two  divergent  theories  on  which  to  base  a  division  of 
value.  Such  theories  involve  the  underlying  principles  on  which  the 
reasonableness  of  a  schedule  of  rates  may  be  determined.  One  theory 
is  based  on  "What  the  traffic  will  bear  and  move."  The  other,  broadly 
stated,  is  based  on  the  cost  of  the  service.  It  is  true  that  in  the.  making 
of  particular  rates  many  matters  beside  the  cost  of  service  must  be 
considered.  But  a  division  of  value  is  based,  not  on  a  particular  rate, 
but  on  an  entire  schedule  of  rates.  The  reasonableness  of  returns  on 
such  schedule  must  be  based  on  the  cost  of  service  as  a  prime  fac- 


232  RAILROAD   COMMISSION    OF    WASHINGTOx\ 


tor  in  such  determination.  This  view  is  sustained  by  eminent  author- 
ities and  appeals  to  common  sense  and  fairness. 

WITNESS  THE  RAILROAD  COMMISSION  OF  WASHINGTON  this 
31st  day  of  December,  A.  D.  1908. 

JOHN  C.  LAWRENCE, 
JESSE  S.  JONES, 

Members  of  Commission. 
Attest:     O.  O.  CALDERHEAD,  Secretary. 

I  concur  in  the  foregoing  findings  except  in  fiinding  No.  95.  While 
this  is  denominated  a  finding  of  fact,  it  is  more  properly  a  conclusion 
drawn  from  the  preceding  findings. 

I  dissent  from  the  conclusion  reached  for  the  reason  that  the  facts 
found  do  not  justify  such  conclusion  or  division  of  value.  To  my  mind 
the  value  of  the  property  used  by  the  Great  Northern  Railway  Company 
for  the  use  and  accommodation  of  the  business  of  the  state  was  and  is, 

For  the  year  1906,  the  sum  of $31,155,000 

For  the  year  1907,  the  sum  of 35,391,200 

For  the  year  1908,  the  sum  of 37,885,147 

And  that  that  portion  of  the  road  within  this  state  used  for  the  accom- 
dation  of  interstate  business  was  and  is. 

For  the  year  1906,  the  sum  of $18,845,000 

For  the  year  1907,  the  sum  of 16,608,800 

For  the  year  1908,  the  sum  of 21,692,063 

That  the.  value  of  the  property  used  by  the  Northern  Pacific  Railway 
Company  for  the  use  and  accommodation  of  the  business  of  the  state 
was  and  is  (does  not  include  Washington  &  Columbia  River  railroad 
for  years  1906  and  1907), 

For  the  year  1906,  the  sum  of $39,520,000 

For  the  year  1907,  the  sum  of 39,900,000 

For  the  year  1908,  the  sum  of 41,917,210 

(not  including  the  propoi;tion  of  betterment  and  additions  added  in  1908) 
And  that  the  portion  used  for  the  accommodation  of  the  interstate 
business  transacted  thereon  was. 

For  the  year  1906,  the  sum  of $64,480,000 

For  the  year  1907,  the  sum  of 65,100,000 

For  the  year  1908,  the  sum  of 68,391,240 

(not  including  the  proportion  of  betterments  and  additions  added  in  1908) 

The  object  of  the  legislation  providing  for  the  Commission  making 
a  division  of  the  property  used  for  state  and  interstate  business  is 
apparent.  Namely,  that  in  regulating  state  rates  we  may  know  what 
proportion  of  the  total  value  of  the  railroads  line  within  the  state  it 
is  entitled  to  earn  a  return  upon  the  remainder  from  interstate  freights 
and  fares,  over  which  the  state  has  no  control. 

While  Smith  vs.  Ames,  169  U.  S.  467,  lays  down  the  rule  positively 
that  in  ascertaining  the  return  a  road  may  be  making  on  its  property 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO. 


within  the  state  from  state  business,  its  earnings  from  interstate  busi- 
ness cannot  be  taken  into  consideration,  it  does  not  say  or  intimate 
that  in  determining  the  division  of  value  a  consideration  shall  not  be 
given  to  the  interstate  business  or  to  the  revenue  that  should  be 
derived  therefrom.  In  no  other  way  can  a  division  be  made.  The 
language  used  in  Smith  vs.  Ames  has  received  a  construction  on  this 
point  by  the  Supreme  Court  of  Florida  in  State  ex  rel  Railroad  Com- 
mission vs.  Seaboard  Air  Line  Railroad  Company,  48  Florida  129, 
where  the  court  says,  "In  determining  whether  the  rates  of  freight  and 
passenger  tariffs  established  by  the  Railroad  Commission  for  railroad 
transportation  are  reasonable,  no  part  of  the  earnings  and  losses  inter- 
state on  foreign  commerce  can  be  charged  to  or  against  the  income 
account  of  the  transportation  company;  but  its  interstate  and  foreign 
business  may  and  should  be  considered  in  determining  the  proportion 
of  the  value  of  the  property  of  the  company  assignable  to  local  business 
and  for  other  purposes."  What  is  meant  by  the  language,  "Relative 
value  of  the  use  to  which  each  railroad  is  actually  put  in  the  carrying 
of  intrastate  and  interstate  business  respectively?"  The  word  "value" 
is  used  with  reference  to  its  well  defined  meaning.  It  does  not  depend 
upon  the  revenue  received  by  the  company,  but  as  stated  by  the  United 
States  Supreme  Court  in  Mississippi  and  Rum  River  Boom  Company 
vs.  Patterson,  99  U.  S.  403,  "The  inquiry  must  be  'What  is  the  property 
worth  in  the  market  viewed  not  merely  with  reference  to  the  uses  to 
which  it  is  at  the  time  applied,  but  with  reference  to  the  uses  to  which 
it  is  plainly  adapted,  that  is  to  say,  what  is  it  worth  from  its  availa- 
bility for  valuable  purposes?'  "  This  must  be  determined  from  the 
evidence  in  the  case. 

A  railroad  is  valuable  according  to  its  adaptability  and  ability  by 
charging  reasonable  rates  to  furnish  net  returns.  It  may  have  a  very 
large  volume  of  business,  but  if  it  costs  as  much  for  operating  expenses 
as  it  receives,  and  if  these  conditions  cannot  be  improved  upon,  it  ha^ 
no  value.  A  railroad  performing  a  dual  service,  state  business  and 
interstate  business,  may  perform  a  volume  of  business  interstate 
greatly  in  excess  of  its  state  business,  but  if  the  conditions  are  such 
that  it  cannot  earn  on  its  interstate  business  any  substantial  return 
over  and  above  the  cost  of  performing  the  service,  and  it  can  and  does 
earn  from  its  strictly  state  business  a  return  on  substantially  the  value 
of  its  entire  property  and  if  the  state  rates  per  se  are  not  unreasonable, 
it  must  follow  that  the  division  of  value  of  the  use  is  substantially  all 
used  for  state  business.  To  illustrate,  the  value  of  a  road  is  $100,000.00, 
the  ton  miles  carried  state  one  million,  and  interstate  three  million, 
the  gross  revenue  derived  from  state  business  $12,000.00  and  the  ex- 
penses of  conducting  state  business  $6,500.00,  the  revenue  derived  from 
interstate  business  $7,000.00  and  the  expenses  $6,000.00  and  the  total 
net  returns  $6,500.00.  If  6l^%  is  a  reasonable  return  and  a  division  is 
made  based  on  the  relation  of  the  net  returns  it  would  give  a  value  used 
for  state  business  of  approximately  $84,920.00  and  interstate  business 
approximately  $15,080.00,  and  a  continuance  of  such  reasonable  rates. 


234.  RAILROAD    COMMISSION    OF    WASHINGTON 

state  and  interstate,  would  still  give  a  return  of  $6,500.00.  If,  however, 
you  make  a  division  on  any  other  basis  an  injustice  follows  either  to 
the  people  or  the  railroads.  Assuming  that  a  basis  of  division  is 
taken  which  fixed  the  value  $60,000.00  state  and  $40,000.00  interstate, 
what  is  the  result?  It  must  be  presumed  that  the  state  commission 
will  perform  its  duty.  Having  found  that  the  value  of  the  road  used 
for  state  business  is  $60,000.00  and  that  it  is  earning  a  return  on 
$84,920.00  the  schedule  of  rates  should  be  at  once  reduced  so  that  its 
returns  from  freights  and  fares  will  only  render  a  reasonable  return  on 
$60,000.00  its  value,  leaving  the  remaining  $40,000.00  to  earn  a  return 
from  interstate  business.  As  it  can  only  earn  a  return  from  its  inter- 
state business  on  $15,080.00  it  is  apparent  that  the  division  has  re- 
sulted in  allowing  the  road  to  earn  a  return  on  but  $75,080.00,  although 
the  value  of  the  property  is  $100,000.00.  We  are  not  without  precedent 
on  the  proper  manner  of  dividing  the  value.  The  circuit  court  of  the 
United  States  for  the  district  of  South  Dakota  made  a  division  of  the 
value  of  the  Chicago,  Milwaukee  and  St.  Paul  road  in  South  Dakota, 
between  state  and  interstate  uses  so  as  to  ascertain  the  effect  of  the 
schedule  of  rates  promulgated  by  the  railroad  commission.  The  Su- 
preme Court  of  the  United  States  in  reversing  the  lower  court  held  (C. 
M.  &  St.  P.  R'y  Co.  vs.  Tompkins,  176  U.  S.  167).  "We  think,  therefore, 
there  was  error  in  the  failure  to  find  the  cost  of  doing  the  local  business 
and  that  only  by  a  comparison  between  the  gross  receipts  and  the  cost 
of  doing  the  business  and  ascertaining  thus  the  net  earnings  can  the 
true  effect  of  the  reduction  of  rates  be  determined."  The  trial  court 
had  made  its  division  of  values  by  a  comparison  of  the  gross  receipts 
from  state  and  interstate  business  respectively. 

I  desire  to  briefly  analyze  the  findings  of  fact  in  which  we  have  all 
concurred  and  the  conclusions  or  division  of  value  reached  by  myself 
and  my  associates  respectively.  I  will  first  deal  with  the  Great 
Northern  railroad.  The  net  earnings  of  the  road  as  shown  by  the  facts 
found,  state  and  interstate,  are  as  follows:  For  the  year  1906.  state, 
$1,914,958.00,  interstate,  $1,176,071.00.  The  findings  of  the  Commission, 
however,  show  that  the  road  had  the  capability  of  earnings  and  should 
have  earned  from  its  interstate  business  an  additional  $225,000.00, 
making  the  net  earnings  which  the  road  was  capable  of  earning  for 
the  year  1906  from  interstate  business  $1,401,371.00.  This  would  make 
a  total  net  earnings  from  the  lines  in  the  state  $3,316,029.00.  Deducting 
from  the  present  market  value  of  the  said  road  the  value  of  the  Spokane 
Falls  &  Northern  system  which  was  not  owned  or  operated  by  the 
Great  Northern  in  1906,  and  its  earnings  not  included  in  the  above 
figures,  deducting  the  betterments  and  improvements,  new  equipment 
purchased  since  said  date  and  the  value  of  the  property  used  by  it  in 
1906  was  approximately  $50,000,000.00.  The  company,  therefore,  earned 
in  1906,  after  deducting  the  taxes  paid,  less  than  6i^%  on  the  value 
of  the  property.  Assuming  but  not  holding  that  6i^%  is  a  reasonable 
return  for  it  to  make,  what  would  be  the  effect  of  my  division  of  value? 
Under  the  rates  now  charged  or  such  as  the  findings  show  would  be 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  235 

reasonable,  the  company  would  still  continue  to  earn  a  QV2%  return 
on  the  valuation  of  $50,000,000.00.  Under  the  division  made  by  the 
majority  of  the  Commission  the  company  should  have  been  limited  to 
a  return  from  state  business  of  61/^%  on  $22,500,000.00  or  $1,462,500.00 
or  a  reduction  of  $452,458.00  over  what  it  did  earn  in  1906.  The  facts 
as  found  show  that  it  had  an  ability  to  earn  only  $1,401,071.00  on  its 
interstate  business.  Thus  it  would  have  an  ability  to  earn  only  6i/^% 
return  on  $44,054,938.50,  where  can  it  earn  a  return  on  the  remaining 
$5,945,061.50?"  It  is  deprived  of  the  opportunity  although  there  is  no 
finding  or  intimation  that  the  state  rates  are  per  se  unreasonable. 

For  the  Year  1907. 
The  state  net  earnings  less  taxes  $1,914,958.00,  interstate  earnings 
less  taxes  $628,644.00,  to  this  last  sum  add  $270,000.00  the  amount  as 
shown  by  the  findings  it  had  a  capability  of  earnings  under  proper 
rates  from  its  interstate  business  and  we  have  $898,644.00  its  capacity 
for  earnings  from  interstate  business.  This  makes  a  total  net  earning 
capacity  of  $2,813,602.00  or  somewhat  less  than  5^%  on  the  valuation 
of  $52,000,000.00,  the  value  of  the  property  used  that  year  as  shown  by 
the  findings.  Assuming  but  not  holding  that  5^%  is  a  reasonable 
return  what  would  have  been  the  effect  of  my  associates'  division  of 
value?  The  company  should  have  been  limited  to  a  return  from  state 
business  of  5i^%  on  $23,400,000.00  which  at  5l^%,  the  same  rate,  v/ould 
amount  to  $1,387,000.00  or  a  reduction  of  $627,958.00  from  its  net 
returns.  It  was  capable  of  earning  from  interstate  business  but  $898,- 
644.00,  making  a  total  return  of  $2,185,644.00  or  a  return  of  5i^%  on 
$41,557,163.63.  What  has  become  of  its  right  or  power  to  earn  a  return 
on  the  remaining  $10,442,836.37?  It  has  been  lost  by  the  division 
made  and  that  much  of  its  property  confiscated.  Under  the  division 
made  by  me  a  continuance  of  these  state  rates  charged  and  the  earn- 
ings from  the  capabilities  of  the  property  on  interstate  business  would 
still  net  it  a  return  of  51/2%  on  $52,000,000.00. 

For  the  Year  1908. 

The  gross  revenue  received  from  state  business,  finding  No.  86, 
$5,058,309.00,  reasonable  operating  expenses  in  conducting  state's  busi- 
ness including  the  state's  proportion  of  taxes,  $2,792,087.00  net  returns 
state  $2,266,222.00;  gross  revenue  received  from  interstate  business, 
finding  No.  86,  $3,553,299.00,  reasonable  operating  expenses  for  con- 
ducting interstate  business  including  its  proper  proportion  of  taxes 
$3,006,028.00  net  returns  interstate  $547,271.00.  By  making  a  proper 
allowance  for  the  demoralized  condition  of  the  lumber  and  shingle 
traffic,  allowing  for  the  increased  rate  on  lumber  as  fixed  by  the  Inter- 
state Commerce  Commission,  allowing  for  the  increased  westbound 
traffic,  and  reasonable  rates  on  east  and  west  bound  Oriental  traffic, 
the  interstate  earnings  should  have  been  increased  $750,337.00,  making 
a  net  return  that  should  have  been  received  from  interstate  business 
of  the  sum  of  $1,297,608.00.    The  road  was,  therefore,  able  to  and  should 


ggg    .        RAILROAD    COMMISSION    OF    WASHINGTON 


have  earned  as  net  returns  from  all  sources  $3,563,830.00,  or  a  return 
of  a  Jittle  less  than  6%  on  $59,577,212.00  the  value  of  its  property,  used 
as  found  in  finding  No.  94.  Under  my  associates'  division  the  road 
should  have  been  limited  to  a  reasonable  return  from  state  business 
upon  $26,809,745.40,  leaving  it  to  earn  a  return  on  the  remaining  $32,- 
767,466.60  from  its  interstate  business.  But  we  are  confronted  with 
the  fact  that  it  can  only  earn  from  such  sources  $1,297,608.00,  or,  if 
the  return  be  figured  at  its  present  earnings  and  as  before  figured  6% 
on  $21,628,800.00,  what  has  become  of  its  power  to  earn  a  return  on  the 
remaining  $11,140,666.60?  It  has  been  lost  by  the  division  made,  and  if 
6%  is  a  reasonable  return,  that  proportion  of  the  company's  property 
has  been  confiscated.  Under  the  division  made  by  me  the  company 
will  be  permitted  under  schedule  of  rates  now  charged  to  earn  a  6% 
return  if  the  volume  of  business  continues  and  the  rates  continue  from 
its  state  and  interstate  business  on  the  value  of  its  property  found. 

I  will  not  take  the  time  to  analyze  the  effect  of  the  division  made 
of  the  Northern  Pacific  property,  but  simply  say  that  a  similar  analysis 
will  show  that  under  the  division  made  by  me  the  Northern  Pacific 
will  be  able  to  earn  by  charging  reasonable  rates,  an  ample  return 
from  state  rates  on  the  value  assigned  by  me  as  used  for  the  accomo- 
dation of  the  business  of  the  state  and  will  still  be  earning  from  its 
interstate  business  a  sum  greatly  in  excess  of  a  reasonable  return  on 
the  value  assigned  for  that  purpose  and  that  under  the  division  made 
by  my  associates  the  Northern  Pacific  will  be  permitted  to  charge  the 
people  of  this  state  a  sum  in  excess  of  reasonable  returns  and  will  still 
be  making  an  unreasonably  large  return  from  its  interstate  business. 

The  theory  adopted  by  my  associates  upon  which  they  arrived  at  the 
division  is  in  brief  as  follows:  "That  the  ton  miles  of  each  commodity 
and  class  carried  state  and  interstate,  multiplied  by  the  percentage 
which  the  rate  actually  charged  bears  to  "one,"  or  in  the  table  and 
formula  adopted,  to  the  first  class  distance  tariff  rate,  and  the  resulting 
product  multiplied  by  the  relative  cost  of  moving  the  commodity  or 
class,  state  and  interstate,  gives  the  relative  value  of  the  use  of  the 
road  for  hauling  the  ton  mile,  state  and  interstate  respectively."  This 
must  be  based  upon  the  assumption  that  there  is,  first,  a  fixed  relation 
between  the  cost  of  service  and  a  reasonable  and  proper  rate  and  upon 
the  further  assumption  that  each  ton  mile  of  the  same  or  a  similar 
commodity  should  return  a  profit  based  upon  the  relative  cost  of  the 
service  performed  in  handling  the  ton  mile.  Both  assumptions  are 
denied  by  experienced  traffic  ,men,  by  all  political  economists  and 
recognized  authorities  on  rate  making.  That  the  cost  of  service  is  and 
should  be  considered  and  is  an  important  element  in  judging  of  the 
reasonableness  of  the  rate  is  conceded  by  all,  but  that  it  is  so  control- 
ling as  to  become  the  basis  of  an  inflexible  mathematical  formula  is  a 
new  idea  and  one  never  before  advanced  so  far  as  my  researches  have 
shown.  Prof.  Hadley  in  his  valuable  work,  "Railroad  Transportation" 
on  this  subject  says,  at  page  112:  "A  great  deal  of  freight  of  small 
value  is  carried  not  merely  at  less  than  the  average  rates,  but  at  less 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO. 


267 


than  the  average  cost;  that  is  at  rates  which  applied  to  the  whole 
business  of  the  road,  would  not  pay  expenses.  Many  people  assume 
that  such  business  is  an  actual  loss  to  the  road  and  that  other  business 
is  taxed  to  make  up  for  it.  This  is  a  fallacy.  Any  rate  which  will  more 
than  cover  the  expenses  of  moving  the  cars  and  handling  the  goods  is  a 
paying  rate,  provided  the  business  can  be  had  on  no  other  terms.  If 
it  is  a  question  of  filling  the  cars  that  must  otherwise  be  returned 
empty,  any  rate  which  more  than  covers  the  mere  difference  in  expense 
between  running  them  full  and  running  them  empty,  is  a  paying  rate. 
If  a  manager  rejects  such  business  because  it  is  not  paying  its  share  of 
the  fixed  charges  (as  distinct  from  train  expenses)  he  would  make  a 
great  mistake.  He  would  reduce  his  business  and  leave  those  charges 
the  same.  The  fixed  charges  must  mainly  be  borne  by  the  lines  of 
business  that  can  best  afford  to  pay  them,  that  is  by  the  valuable 
goods.  The  earliest  freight  tariffs  involved  little  or  no  classification. 
Each  step  towards  our  present  system  has  been  accompanied  by  in- 
creased efficiency.  It  has  made  the  cheap  traffic  possible,  and  has 
helped  the  high  class  traffic  more  than  it  has  hurt  it.  To  do  away 
with  this  would  be  a  long  step  backward.  If  our  railroads  made, it  a 
rule  to  carry  nothing  at  less  than  the  average  cost  of  doing  the  whole 
business,  they  would  give  up  nearly  all  the  coal  trade  and  a  great  deal 
of  the  grain  trade.  It  would  give  us  dear  food  and  dear  fuel,  and  would 
injure  both  the  railroads  and  the  districts  which  they  serve." 

Judge  Noyes,  in  his  work,  "American  Railroad  Rates,"  uses  the 
following  language  at  page  42 :  "If  it  were  feasable  to  prepare  a  tariff 
based  upon  cost  of  service  alone,  the  result  would  be  unjust.  Expense 
of  transportation  must  largely  be  based  upon  the  bulk  of  the  article, 
and  the  cost  principle  would  often  impose  the  heaviest  burden  upon 
the  cheapest  goods.  It  costs  a  railroad  more  to  transport  a  carload  of 
coal  a  hundred  miles  than  a  carload  of  drygoods  half  the  distance. 
But  if  the  rate  were  fixed  solely  on  a  basis  of  cost,  the  price  of  the 
coal  would  be  made  prohibitive.  Moreover,  high  rates  upon  bulky 
articles  of  small  value,  such  as  lumber,  coal,  grain  and  iron  ore  neces- 
sarily curtail  production,  and,  consequently  reduce  the  amount  of 
freight  offered  for  transportation.  If  such  rates  were  made  by  law,  rail- 
roads would  be  absolutely  prevented  from  building  up  communities 
along  their  lines  through  handling  raw  materials  cheaply.  They  would 
be  debarred  from  assisting — in  the  very  way  American  railroads  have 
been  most  potent  in  assisting — in  the  development  of  the  country." 
This  subject  received  the  earnest  consideration  of  the  Interstate  Com- 
merce Commission  and  in  its  report  for  1887  it  used  the  following 
language:  "It  was  very  early  in  the  history  of  railroads  perceived  that 
if  these  agencies  of  commerce  were  to  accomplish  the  greatest  practic- 
able good,  the  charges  for  the  transportation  of  different  articles  of 
freight  could  not  be  apportioned  among  such  articles  by  reference  to 
the  cost  of  transporting  them  severally,  for  this,  if  the  apportionment 
of  cost  were  possible,  would  restrict  within  very  narrow  limits  the 
commerce  in  the  articles  whose  bulk  or  weight  was  large  as  compared 


23g      -         RAILROAD    COMMISSION    OP    WASHINGTON 

i 
with  their  value."  On  the  system  of  apportioning  their  charges  strictly 
to  the  cost,  some  kinds  of  commerce  which  have  been  very  useful  to  the 
country,  and  have  tended  greatly  to  bring  its  different  sections  into 
more  intimate  business  and  social  relations,  could  never  have  grown  to 
any  considerable  magnitude,  and  in  some  cases  could  not  have  existed 
at  all,  for  the  simple  reason  that  the  value  at  the  place  of  delivery 
would  not  equal  the  purchase  price  with  the  transportation  added.  The 
traffic  would  thus  be  precluded,  because  the  charge  for  carriage  would 
be  greater  than  it  could  bear.  On  the  other  hand,  the  rate  for  the  car- 
riage of  articles  which,  within  small  bulk  or  weight  concentrate  great 
value,  would  on  that  system  of  making  them  be  absurdly  low — low 
when  compared  to  the  value  of  the  article,  and  perhaps  not  less  so 
when  the  comparison  was  with  the  value  of  the  service  in  transporting 
them.  It  was,  therefore,  seen  not  to  be  unjust  to  apportion  the  whole 
cost  of  service  among  all  the  articles  transported,  upon  a  basis  that 
should  consider  the  relative  value  of  the  service  more  than  the  relative 
cost  of  carriage.  Such  method  of  apportionment  would  be  best  for  the 
country,  because  it  would  enlarge  commerce  and  extend  communica- 
tion; it  would  be  best  for  the  railroads  because  it  would  build  up  a  large 
business,  and  it  would  not  be  unjust  to  property  owners,  who  would 
thus  be  made  to  pay  in  some  proportion  to  benefit  received.  Such  a 
system  of  rate  making  would  in  principle  approximate  taxation;  the 
valufe  of  the  article  carried  being  the  most  important  element  in  de- 
termining what  should  be  paid  upon  it." 

Mr.  Elliott  on  railroads,  second  edition,  section  1684G,  says:  "Many 
elements  are  to  be  considered  in  fixing  rates.  The  cost  of  the  service 
to  the  carrier  is  an  important  factor,  but  it  is  not  controlling  in  or  of 
Itself.  If  conditions  were  always  the  same  and  the  cost  of  service  the 
same  throughout,  a  ton  mile  rate  would  be  ideal;  and  the  length  of 
transportation  is  usually  very  important;  although  conditions  and 
circumstances  are  usually  so  different  that  it  is  not  a  controlling 
feature."  Mr.  Elliott  then  quotes  with  approval  the  following  consid- 
erations laid  down  by  the  Interstate  Commerce  Commission  in  the  case 
of  Hilton  Lumber  Company  vs.  Wilmington,  etc.,  Railway  Company, 
9  I.  C.  C.  17,  wherein  it  enumerated  the  following  as  among  the  most 
important  matters  to  be  considered  in  making  rates:  (1)  The  value 
of  the  service  to  the  shipper,  including  the  value  of  the  goods  and  the 
profits  he  could  make  out  of  them  by  shipment.  This  is  considered 
the  ideal  method  when  not  interfered  with  by  competition  or  other 
features.  It  includes  the  theory  so  strenuously  contended  for  by  peti- 
tioners, the  commission  and  its  attorneys,  of  making  the  finished 
product  carry  a  higher  rate  than  the  raw  material.  This  method 
is  considered  practical  and  is  based  on  an  idea  similar  to  taxation. 
(2)  The  cost  of  service  to  the  carrier  would  be  an  ideal  theory,  but  is 
not  practical,  such  cost  can  be  reached  approximately,  but  not  ac- 
curately enough  to  make  this  feature  controlling.  It  is  worthy  of  con- 
sideration, however.  (3)  Weight,  bulk  and  convenience  of  transporta- 
tion.    (4)  The  amount  of  product  or  the  commodity  in  the  hands  of  a 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO. 


239 


few  persons  to  ship  or  compete  for,  recognizing  the  principle  of  selling 
cheaper  at  wholesale  than  at  retail.  (5)  General  public  good,  including 
good  to  the  shipper,  the  railroad  company,  and  the  different  localities. 
(6)  Competition,  which  the  authorities  as  well  as  experts  in  their  testi- 
mony in  this  case,  recognize  as  a  very  important  factor.  None  of  the 
above  factors  alone  are  considered  necessarily  controlling  as  a  matter 
of  law.  It  is  a  question  of  fact  to  be  decided  by  the  proper  tribunal  in 
each  case  as  to  what  is  controlling." 

The  Railroad  Commission  of  Minnesota  established  a  rate  on  coal 
which  rate  the  roads  insisted  if  applied  relatively  on  all  freight  would 
deprive  it  of  any  return  and  thus  confiscate  its  property.  The  Supreme 
Court  of  the  United  States  in  Minnesota  &  St.  Louis  R.  D.  Co.  vs. 
Minn.  186  U.  S.  257,  says:  "It  does  not  follow  that  the  companies 
are  entitled  to  earn  the  same  percentage  of  profits  upon  all  classes  of 
freight  carried.  It  often  happens  that  to  meet  competition  from  other 
roads  at  particular  points,  the  companies  themselves  fix  disproportion- 
ately low  rates  upon  certain  classes  of  freight'  consigned  to  those 
points.  The  right  to  permit  this  to  be  done  is  expressly  reserved  to 
tho  Interstate  Commerce  Commission  by  section  four  of  that  act  not- 
withstanding the  general  provisions  of  the  long  and  short  haul  clause 
and  has  repeatedly  been  sanctioned  by  decisions  of  this  court.  While 
we  have  never  decided  that  the  commission  may  compel  such  reduction 
we  don't  think  it  beyond  the  power  of  the  state  commission  to  reduce 
the  freight  upon  a  particular  article  providing  the  companies  are  able 
to  earn  a  reasonable  profit  upon  their  entire  business. 

Beale  &  Wyman  on  Railroad  Rate  Regulation  say,  at  section  475: 
"The  exact  cost  of  carriage  therefore,  or  such  approximation  to  it  as 
may  be  possible,  can  never  be  used  as  the  sole  or  the  determining 
factor  in  a  particular  rate." 

But,  assuming  that  the  cost  of  service  t^ieory  is  proper  in  deter- 
mining the  reasonableness  of  a  rate,  then  the  result  reached  by  my 
associates  is  clearly  wrong.  The  result  to  be  obtained  was  the  value 
of  the  use  state  and  interstate.  They  obtain  this  by  giving  considera- 
tion only  to  the  charges  actually  made  and  to  the  cost  of  service 
actually  incurred,  without  regard  to  the  reasonableness  of  the  charge 
made  or  expense  incurred.  The  findings  of  the  Commission  in  which 
we  all  concurred  demonstrated  that  Oriental  east  and  west  bound 
freight  is  and  has  been  carried  at  a  ridiculously  low  rate,  whether 
you  adopt  the  cost  theory  or  consider  all  elements  that  may  be  con- 
sidered. The  Interstate  Commerce  Commission  after  a  full  hearing 
decided  that  a  12^%  increase  was  justified  in  hauling  interstate 
lumber.  The  roads  have  themselves  advanced  their  westbound  freight 
from  3  to  35%  and  there  is  a  finding  that  state  rates  are  relatively 
much  in  excess  of  the  interstate  rates  whether  you  consider  them  on 
the  basis  of  the  cost  of  the  service  or  the  value  of  the  service  to  the 
shipper.  If  my  associates  had  used  their  formula  in  the  first  instance 
to  revise  the  rates  charged  and  thus  ascertain  the  amount  that  should 
have  been  received  on  these  shipments  state  and  interstate,  and  then 


24iO      ^      RAILROAD    COMMISSION    OF    WASHINGTOiN 

further  applied  the  formula,  the  accuracy  of  their  result  would  have 
depended  upon  whether  their  formula  was  correct  or  otherwise.  If, 
in  ascertaining  the  value  of  the  use,  consideration  must  be  given  to 
the  tonnage  carried  under  reasonable  and  proper  rates,  the  conclusion 
reached  cannot  be  correct  for  the  reason  that  their  formula  has  been 
applied  to  a  consideration  given,  not  to  reasonable  rates,  but,  as  the 
findings  show  to  in  many  instances  grossly  unreasonable  rates  and 
charges. 

When  we  bear  in  mind  the  object  of  the  provision  of  the  statute 
making  it  incumbent  upon  the  Commission  to  make  this  division  of 
value,  namely,  to  ascertain  the  proportionate  value  upon  which  the 
road  is  entitled  to  earn  a  return  from  state  traffic  it  must  be  apparent 
that  the  same  general  rules  must  apply  in  making  such  division  as 
would  be  used  in  dividing  the  value  of  any  plant  or  enterprise  used 
for  a  dual  purpose.  A  manufacturer  uses  his  plant  for  working  up  a 
by-product  in  connection  with  his  general  business.  A  farm  is  used  for 
general  farming  and  for  dairy  purposes  and  we  will  assume  that  con- 
ditions are  such  that  both  lines  must  be  carried  on.  In  either  case 
the  proprietor  desires  to  keep  a  separate  set  of  books  and  in  opening 
same  it  is  necessary  to  charge  to  capital  invested  a  proportionate 
amount  of  the  total  investment.  How  would  it  be  done?  In  the  case 
of  the  farmer  a  field  is  used  for  raising  a  crop  and  before  and  after 
the  crop  it  is  used  for  pasture.  The  same  barn  is  used  to  house  his 
cattle  and  store  his  crop  and  the  same  team  plows  the  field  and  hauls 
the  milk  to  the  shipping  depot.  The  house  shelters  the  laborers  en- 
gaged in  each  line  of  emploj^ment  and  they  are  fed  at  a  common  table. 
It  may  be  impossible  to  tell  with  mathematical  accuracy  the  exact 
cost  expended  in  either  line,  but  it  can  be  approximated  with  reason- 
able certainty.  The  revenue^  can  be  accurately  ascertained.  The 
gross  revenue  from  the  dairy  business  may  greatly  exceed  the  gross 
receipts  from  the  farm,  but  the  operating  expenses  may  be  so  heavy 
that  his  net  returns  from  the  farm  may  double  that  from  the  dairy.  His 
total  investment  is  $10,000.00;  being  of  a  philanthropic  turn  he  deter- 
mines that  a  6%  return  is  all  that  he  should  make  on  his  investment. 
What  would  happen  if  he  would  divide  the  value  of  his  plant  on  any 
other  theory  than  what  the  net  returns  should  be?  If  in  case  the  cost 
of  running  the  dairy  is  greater  than  that  connected  with  the  farm  he 
divides  his  value  $6,000.00  for  dairy  and  $4,000.00  for  farm  and  then 
sells  his  farm  products  at  such  a  reduced  price  that  will  net  him  only 
$4,000.00  and  he  can  only  receive  a  return  by  reason  of  competition 
on  other  causes,  from  his  dairy  on  $4,000.00.  He  has  surely  lost  a  re- 
turn on  $2,000.00  and  it  is  due  to  his  manner  of  making  the  division.  No 
mystery  surrounds  a  division  of  railroad  property.  Expert  evidence 
is  necessary  and  was  used  to  ascertain  the  proper  division  of  cost,  of 
operating  expenses,  and  revenue  derived  and  the  total  value  of  the 
property,  the  movement  of  traffic,  and  its  effect,  but  these  facts  being 
found  a  division  does  not  depend  upon  expert  knowledge  and  the 
application  of  rules  and  formulas  familiar  to  experts  only,  but  it  is 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  g4i 

ascertained  by  the  good  old  fashioned  rule  of  substracting  your  oper- 
ating expenses  from  your  gross  receipts  in  each  case  thus  ascertaining 
your  net  returns  from  each  class  of  business  and  the  relation  such 
net  returns  bear  to  each  other  is  the  relative  value  of  the  use  to  which 
the  property  is  put.  The  majority  opinion  says:  "An  objection  to 
using  actual  net  returns  as  a  basis  of  division  is  the  fact  that  such  re- 
turns are  based  upon  the  rates  charged.  Should  a  subsequent  deter- 
mination of  the  reasonableness  of  rates  result  in  a  material  change  in 
the  schedule  of  rates  the  net  returns  would  be  directly  affected,  entirely 
changing  the  division  thus  rendering  unstable  the  very  foundation  for 
determining  such  reasonableness  of  rates." 

The  language  of  Justice  Brewer  in  Chicago  &  N.  W.  Ry.  Co.  vs.  Dey 
et  al.,  35  Fed  Rep.  866,  is  so  apt  I  quote  it:  "It  is  stated  that  it  cannot 
be  determined  in  advance  what  the  effect  of  a  reduction  in  rates  will 
be.  Often  times  it  increases  business.  Who  can  say  that  it  will  not  in 
the  present  case  so  increase  the  volume  of  business  as  to  make  it 
remunerative,  even  more  so  than  at  present.  But  speculations  as  to 
the  future  are  no  guides  for  judicial  action.  Courts  determine  rights 
upon  existing  facts.  Of  course  there  is  always  a  possibility  of  the 
future.  Good  crops  may  increase  the  transportation,  business  and 
poor  crops  reduce,  high  or  low  rates  may  likewise  effect;  but  the  only 
fair  judicial  test  is  to  apply  the  rates  to  the  business  that  has  been 
done  in  the  past  and  see  whether  upon  that  basis  such  rates  will  be 
remunerative,  or  compel  the  transaction  of  business  at  a  loss." 

My  associates  also  state  as  a  reason  for  their  division,  "That  a 
portion  of  the  schedule  of  interstate  rates  applicable  to  this  state 
might  yield  unremunerative  returns,  while  the  entire  schedule  of 
interstate  rates  would  yield  reasonable  returns;  then  the  burden  of 
unrenumerative  interstate  rates  within  the  state  would  be  thrown  on 
the  state  traffic."  Justice  Brewer  answers  this  contention  as  follows: 
"Again  it  is  stated  that  this  complainant  road  runs  through  other 
states;  these  states  may  impose  no  schedule  of  rates,  part  of  its  busi- 
ness is  interstate  and  only  Congress  can  limit  that;  so  that  from  the 
business  elsewhere  revenues  may  be  earned  which  will  enable  it  to 
make  up  any  deficiency  in  this  state.  But  the  invalidity  of  this 
schedule  [division]  does  not  depend  upon  legislation  or  action  else- 
where. If  this  schedule  [division]  may  be  put  in  force  here  and  a  simi- 
lar one  may  be  in  Illinois,  Minnesota  and  other  states  through  which 
the  company's  road  runs.  For  some  purposes  its  property  in  this  state 
is  separate  and  distinct  from  its  property  elsewhere  and  out  of  this 
property  within  this  state  it  is  entitled  to  receive  compensation.  Rob- 
bing Peter  to  pay  Paul  has  never  been  judicially  sanctioned." 

I  will  ask  my  associates  how  they  will  apply  this  schedule  to  a  road 
like  the  Tacoma  Eastern,  the  entire  line  being  in  the  state  of  Washing- 
ton, under  the  following  assumed  state  of  facts,  not  unreasonable    to 
contemplate.     From  its  report  it  appears  that  96%  of  its  tonnage  is 
16— A 


242       '         RAILROAD    COMMISSION    OF    WASHINGTON 

forest  products.  Let  us  assume  that  these  forest  products  are  manu- 
factured along  the  line  of  its  road;  that  the  market  is  St.  Paul  and 
east;  that  it  is  able  to  make  traffic  arrangemnets  with  one  of  the 
transcontinental  roads  by  which  its  proportion  of  the  through  rate  pays 
it  but  a  trifle  in  excess  of  the  cost  of  service.  We  will  assume  that  the 
rate  charged  is  only  one-third  of  the  average  rate,  and  that  the  cost  of 
service  is  one-half  of  the  average  cost  of  service;  my  associates  would 
therefore  find  the  value  of  the  property  as  follows:  96  multiplied  by  one- 
third  multiplied  by  one-half  equals  16,  interstate  use;  4  multiplied  by  1, 
multiplied  by  1  equals  4,  state  use.  The  relative  relation  interstate  and 
state  is  as  16  to  4. 

If  the  value  of  the  property  is  $5,000,000.00  the  Tacoma  Eastern 
should  make  from  its  interstate  business  a  return  on  $4,000,000.00  and 
from  state  business  a  return  on  $1,000,000.00.  Here  we  would  be  con- 
fronted with  the  fact  that  it  would  be  impossible  for  it  to  make  a  dol- 
lar return  on  its  interstate  business  and  from  its  state  business  it 
would  be  limited  to  a  return  on  $1,000,000.00,  although  it  had  $5,000,- 
000.00  invested  and,  although  the  traffic  arrangements  which  it  made 
with  the  transcontinental  road  ought  to  be  of  advantage  both  to  it  and 
the  community  that  it  was  serving. 

The  majority  opinion  errs  wherein  it  says  "The  theory  (of  net  re- 
turns) involves  the  proposition  that  rates  should  be  based  not  on  the 
cost  of  service  but  on  what  the  traffic  will  bear  and  move."  It  does 
involve  a  consideration  of  that  element,  it  also  involves  the  cost  of 
service  to  the  carrier,  the  value  of  the  service  to  the  shipper,  compe- 
tition, the  density  of  traffic  of  the  particular  commodity  under  con- 
sideration, the  effect  upon  the  public  as  well  as  the  railroads  and 
every  element  that  the  evidence  shows  should  have  a  bearing  in  the 
particular  case.  It  simply  says  that  it  cannot  be  based  on  cost  of 
service  alone,  or  any  other  single  element  which  may  be  very  proper 
for  consideration. 

For  the  foregoing  reasons  I  find  myself  unable  to  agree  with  the  ma- 

jortity  of  the  commission  in  the  conclusion  reached  and  have  felt  it  my 

duty  to  reach  the  conclusion  above  set  out. 

H.  A.  FAIRCHILD, 

Chairman  of  Commission. 


EXHIBIT  A. 

Is  a  map  annexed  to  original  findings  and  reproduced  only  on  cer- 
tified copies  showing  in  red  the  tide  lands  owned  by  the  Great  North- 
ern lying  south  of  Seatle  boulevard  and  east  of  Fourth  avenue. 

EXHIBIT   B. 

Is  a  map  annexed  to  original  findings  and  reproduced  only  on  cer- 
tified copies  showing  commercial  property  of  the  Great  Northern  at 
Smith's  Cove. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^43 

Exhibit  C. 

GREAT  NORTHERN  RAILWAY  COMPANY. 


Classification  of  Train,  Engine  and  Car  Miles,  and  Rules  for  Apportion- 
ing  Operating    Expenses  to  Accounting   Divisions. 


Taking  Effect  July  1,  1907, 


CLASSIFICATION  OF  TRAIN   MILES. 


Revenue  Service. 

1.  Freight 

Includes  miles  run  by  revenue-earning  trains  to  transport  freight, 
which  do  not  regularly  include  a  car  or  cars  devoted  exclusively  or 
principally  to  revenue  passenger  business;  also  miles  run  by  trains 
consisting  of  empty  freight  cars  and  of  trains  consisting  of  an  engine 
and  a  caboose  running  light  between  terminal  stations  on  account  of 
unbalanced  traffic  or  other  causes.  When  milk,  express,  baggage  or 
other  cars  are  hauled  in  a  freight  train  and  their  earnings  are  classed 
as  freight  earnings,  the  miles  of  the  train  should  be  considered  as 
freight  train  miles.  Freight  trains  that  regularly  haul  no  passenger 
service  equipment,  but  transport  passengers  in  a  caboose  should  be 
classed  as  freight  trains,  as  should  also  freight  trains  temporarily 
using  a  passenger  car  in  place  of  a  caboosie. 

2.  Mixed 

Includes  miles  run  by  revenue-earning  trains  to  transport  both  pas- 
sengers and  freight  in  cars,  each  of  which  is  devoted  exclusively  to 
either  passenger  business  or  freight  business. 

NOTE — Mileage  of  Mixed  Trains  is  to  be  apportioned  one-fourth 
to  "Passenger"  and  three-fourihs  to  "Freight." 

3.  Passenger 

Includes  miles  run  by  revenue-earning  trains  to  transport  pas- 
sengers, baggage,  mail  and  express,  also  miles  run  by  trains  con- 
sisting of  deadhead  passenger  equipment.  When  one  or  more  cars 
other  than  regular  passenger-train  cars,  such  as  milk  cars,  cabooses 
deadheaded  back,  etc.,  are  hauled  in  a  passenger  train,  the  miles 
run  by  that  train  should  be  considered  as  passenger  train  miles. 

4.  Special  Service 

Includes  miles  run  by  revenue-earning  trains,  such  as  chartered 
trains,  paid  for  either  on  the  basis  of  a  rate  per  mile  run  or  a  lump 
sum  for  the  train:   circus  and  theatrical  trains  run  under  contracts 


244  RAILROAD    COMMISSION    OF    WASHINGTON 

calling  for  payment  of  specified  amounts  for  transportation  between 
designated  stations;  chartered  trains  for  the  Federal  or  State  Gov- 
ernments, carrying  troops,  munitions  of  war,  camp  outfits,  etc. 

NOTE — Mileage  of  Special  Service  Trains  is  to  be  apportioned  to 
"Passenger"  and  "Freight,"  according  to  the  class  of  service. 

Non-Revenue  Service. 

Includes  miles  run  by  trains  which  are  not  revenue  producing, 
such  as: 

(a)  Of  tne  Passenger  Class:  Pay-trains,  official  trains,  inspection 
trains  for  Railway  Commissioners,  special  trains  run  to  convey  fire 
apparatus  for  use  in  saving  the  company's  property  from  destruction 
by  fire  and  trains  run  to  convey  employees  to  and  from  work; 

(b)  Of  the  Freight  Class:     Material  and  supply  trains; 

(c)  Of  the  Work  Class:  Construction  trains,  trains  hauling  gravel 
or  other  ballast,  or  engaged  in  bank  widening,  ballasting  and  other 
maintenance  work;  wrecking  trains,  repair  trains,  snow  plows  and 
fiangers. 

Rules   for   Computation   of   Train    IVIiies. 

1.  Revenue  Train  Miles  should  be  based  on  the  actual  distance 
run  between  terminals  and  computed  from  the  official  time-table  or 
distance  table,  the  same  as  for  Passenger  Miles,  Ton  Miles  and 
Car  Miles. 

2.  Revenue  Passenger  trains  and  Revenue  Mixed  Trains  may  inci- 
dentally carry  private  cars,  official  cars,  worK  or  servict>  cars,  or  cars 
of  related- classes;  and  Revenue  Freight  Trains  may  incidentally 
carry  cars  containing  railway  material  and  supplies,  or  other  freight 
which  does  not  earn  revenue;  biit  whole  trains  of  such  cars  should 
be  regarded  as  non-revenue  trains  and  classed  accordingly. 

3.  Non-Revenue  Train  Miles  should  be  based  on  the  actual  distance 
run  between  terminals.  When  work  trains  are  run  between  terminals 
and  not  ordered  to  work  at  some  specified  point  or  within  specified 
working  limits,  they  should  be  allowed  the  actual  miles  run,  the  same 
as  any  other  class  of  trains.  When  ordered  to  run  to  a  certain  point 
to  work  at  tnat  point  or  within  specified  working  limits,  they  should 
be  allowed  the  actual  miles  made  while  under  running  orders  and 
in  addition  an  arbitrary  mileage  of  six  miles  per  hour  for  the  time 
working  at  the  point  or  within  the  working  limits  named. 

4.  Each  train  and  each  section  of  a  train  run  by  a  separate  train 
crew,  should  be  considered  a  separate  train,  whether  hauled  by  one  or 
more  locomotives  for  either  the  whole  distance  or  a  part  of  the  distance 
between  the  train  terminals.  There  should  be  nothing  added  to  this 
distance  to  cover  running  from  roundhouse  to  terminal,  doubling  hills 
running  for  water,  switching  or  other  work  at  way  stations,  or  for 
the  service  of  helper  or  pusher  engines  or  the  extra  engines  on  double 
or  triple-head  trains. 

5.  Mileage  of  trains  detoured  over  foreign  roads  when  hauled  by 
the  engines  and  handled  by  the  crews  of  the  home  company  should 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  ^45 

be  computed  on  the  basis  of  miles  actually  run  and  classied  by  the 
detouring  line  in  its  train  mileage  in  accordance  with  the  service  per- 
formed. 

CLASSIFICATION  OF  LOCOMOTIVE  MILES. 

Revenue   Service. 

1.  Freight. 

Includes  miles  run  by  locomotives  between  terminals  or  stations 
with  freight  trains. 

Note. — The  mileage  of  locomotives  hauling  cabooses  only,  either 
for  the  purpose  of  hauling  traffic  or  in  returning  after  delivering  traffic 
moving  in  opposite  directions,  should  be  included  in  "Freight — Light.' 

2.  Freight — Helping. 

Includes  miles  run  by  locomotives  while  assisting  freight  trains 
either  as  pushers  or  as  double-headers;  also  miles  run  while  hauling 
the  second  cut  of  a  freight  train  doubled  over  grades. 

3.  Freight — Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses,  going  for  or  returning  from  service  desig- 
nated in  No.  1;  miles  run  by  light  locomotives  going  to  or  returning 
from  assisting  freight  trains,  as  pushers  or  double-headers;  miles 
run  light  returning  to  train  after  having  hauled  the  first  cut  of  a 
freight  train  doubled  over  grades;  miles  run  light  by  locomotives 
of  a  freight  train  to  and  from  next  coaling  station  or  water  tank  for 
coal  or  water;  miles  run  light  to  pick  up  or  assist  a  freight  train 
at  stations  between  train  terminals;  miles  run  to  pick  up  and  haul 
dead  freight  train  locomotives  into  terminals;  also  miles  run  by  loco- 
motives coming  from  or  going  to  enginehouses  or  turntables  from 
freight-train  service,  provided  no  miles  will  be  allowed  for  this  latter 
service  if  the  distance  be  one-half  mile  or  less  in  one  direction. 

4.  Mixed. 

Includes  miles  run  by  locomotives  between  terminals  or  stations 
with  mixed  trains. 

5.  Mixed — Helping. 

Includes   miles   run   by   locomotives   while   assisting  mixed   trains 
either  as  pushers  or  double-headers;  also  the  miles  run  while  hauling 
the  second  cut  of  a  mixed  train  doubled  over  grades, 
€.     Mixed— Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses  or  passenger-train  cars,  going  for  or  returning 
from  service  designated  in  No.  4;  miles  run  by  light  locomotives  going 
to  or  returning  from  assisting  mixed  trains,  as  pushers  or  double- 
headers;  miles  run  light  returning  to  train  after  having  hauled  the 
first  cut  of  a  mixed  train  doubled  over  grades;  miles  run  light  by 
mixed  train  locomotives  to  and  from  the  next  coaling  station  or  water 
tank  for  coal  or  water;  miles  run  light  to  pick  up  or  assist  a  mixed 


246  RAILROAD    COMMISSION    OF   WASHINGTON 

train  at  stations  between  train  terminals;  miles  run  to  pick  up  and 
haul  dead  locomotives  from  mixed  trains  into  terminals;  also  miles 
run  by  locomotives  coming  from  or  going  to  enginehouses  or  turntables 
from  mixed-train  service,  provided  no  miles  will  be  allowed  for  this 
latter  service  if  the  distance  be  one-half  mile  or  less  in  one  direction. 
Note. — Mixed  Locomotive  Miles  is  to  be  apportioned  one-fourth  to 
"Passenger"  and  three-fourths  to  "Freight." 

7.  Passenger. 

Includes  miles  run  by  locomotives  between  terminals  or  stations  with 
passenger,  mail  and  express  trains. 

8.  Passenger — Helping. 

Includes  miles  run  by  locomotives  while  assisting  passenger,  mail 
and  express  trains  either  as  pushers  or  double-headers. 

9.  Passenger — Light. 

Includes  miles  run  by  locomotives  going  for  or  returning  from 
service  designated  in  No.  7;  miles  run  by  light  locomotives  going  to  or 
returning  from  assisting  passenger  trains,  as  pushers  or  double-headers; 
miles  run  light  by  locomotives  of  a  passenger  train  to  and  from  the 
next  coaling  station  or  water  tank,  for  coal  or  water;  miles  run  light 
to  pick  up  or  assist  a  passenger  train  at  stations  between  train  termin- 
als; miles  run  to  pick  up  and  haul  dead  passenger-train  locomotives 
into  terminals;  also  miles  run  by  locomotives  coming  from  or  going 
to  enginehouses  or  turntables  from  passenger-train  service,  provided 
no  miles  will  be  allowed  for  this  latter  service  if  the  distance  be  one- 
half  mile  or  less  in  one  direction. 

10.  Special  Service. 

Includes  miles  run  by  locomotives  in  special  revenue  service,  such 
as  locomotives  hauling  chartered  trains,  paid  for  either  on  the  basis 
of  a  rate  per  mile  run  or  a  lump  sum  for  the  train;  circus  and  theatrical 
trains  run  under  contracts  calling  for  payments  of  specified  amounts 
for  transportation  between  designated  stations;  chartered  trains  for  the 
Federal  or  State  Governments,  carrying  troops,  munitions  of  war, 
camp  outfits,  etc. 

11.  Special  Service — Helping. 

Includes  miles  run  while  assisting  special  service  trains  as  defined 
in  No.  10,  either  as  pushers  or  double-headers;  also  the  miles  run  while 
hauling  the  second  cut  of  a  special  service  train  doubled  over  grades. 

12.  Special   Service — Light. 

Includes  miles  run  by  locomotives  between  terminals  or  stations, 
with  or  without  cabooses  or  passenger-train  cars,  going  for  or  return- 
ing from  service  designated  in  No.  10;  miles  run  by  light  locomotives 
going  to  or  returning  from  assisting  special  service  trains,  as  pushers 
or  dourble-headers ;  miles  run  light  returning  to  train  after  having 
hauled  the  first  cut  of  a  special  service  train  doubled  over  grades; 
miles  run  light  by  locomotives  of  special  service  trains  to  and  from  the 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  347 

next  coaling  station  or  water  tank,  for  coal  or  water;  miles  run  light 
to  pick  up  or  assist  a  special  service  train  at  stations  between  train 
terminals,  miles  run  to  pick  up  and  haul  dead  locomotives  from  special 
service  trains  into  terminals;  also  miles  run  by  locomotives  coming 
from  or  going  to  enginehouses  or  turntables  from  special  service  trains, 
provided  no  miles  will  be  allowed  for  this  latter  service  if  the  distance 
be  one-half  mile  or  less  in  one  direction. 

Note. — Secial    Service   Locomotive   Miles   is   to   be   apportioned   to 
"Passenger"  and  "Freight,"  according  to  the  class  of  service. 
13.     Switching. 

Includes  miles  allowed  to  locomotives  while  switching  in  yards 
(but  not  locomotives  switching  exclusively  at  shops  for  shop  purposes), 
and  allowed  train  locomotives  for  performing  switching  service  at 
terminals  or  way  stations.  Switching  miles  to  be  computed  at  rate  of 
six  miles  per  hour  for  the  actual  time  engaged  in  such  service  in  excess 
of  one  hour  at  any  one  station. 

Miles  run  by  switch  locomotives  helping  trains  out  of  terminals  will 
be  treated  as  "Freight — Helping,"  "Passenger — Helping,"  etc.,  according 
to  the  class  of  the  train  helped.  The  light  miles  run  by  switch  locomo- 
tives returning  to  the  yard  after  such  helping  service  will  be  treated 
as  "Freight — Light,"  "Passenger — Light,"  etc.,  according  to  the  class  of 
the  train  helped. 

Note. — Switching  locomotive  miles  is  to  be  apportioned  to  "Pas- 
senger" and  "Freight"  according  to  the  class  of  service. 

Non-Revenue  Service. 

Includes  miles  run  by  locomotives  in  the  different  classes  of  service 
described  under  "Non-Revenue  Service  Train  Miles,"  and,  in  addition, 
trial  trips  of  locomotives,  to  be  computed  as  follows: 

(a)  In  the  case  of  trains  of  the  freight  class  or  of  the  passenger 
class,  and  for  trial  trips  of  locomotives,  the  actual  miles  run  by  the 
locomotives. 

(&)  In  case  of  trains  of  the  work  class,  when  orders  are  given  to 
a  work  train  to  run  to  a  certain  point,  work  between  certain  limits, 
and  then  return,  the  actual  time  card  mileage  will  be  allowed  between 
points  named  in  running  order,  and,  in  addition,  six  miles  per  hour  for 
time  held  between  working  limits.  Work  locomotives  employed  for 
switching  at  shops  for  shop  purposes,  for  spotting  cars  in  gravel  pits, 
working  with  pile  drivers,  etc.,  should  be  allowed  a  mileage  of  six 
miles  per  hour  for  the  actual  time  in  service. 

Rules  for  Computation  of  Locomotive  IVIiles. 

1.  All  locomotive  miles  made  in  hauling  trains,  except  in  Helping 
and  Work  Train  Service,  should  be  based  on  the  actual  distance  run 
between  terminals,  to  be  computed  from  the  official  time-tables,  or  dis- 
tance-table, as  prescribed  for  Train  Miles. 

2.  Helping  miles  of  locomotives  should  be  based  on  the  actual  dis- 
tance made  with  trains  in  helping  service  or  in  doubling  hills. 


248  RAILROAD    COMMISSION    OF    WASHINGTON 

3.  Work  train  locomotive  miles  should  be  arrived  at  as  prescribed 
for  Work  Train  Miles. 

4.  Light  locomotive  miles  should  be  based  on  the  actual  distance 
locomotives  are  run  light,  or  with  only  a  caboose  for  the  entire  distance 
between  terminals. 

CLASSIFICATION  OF  CAR  MILES. 

Revenue   Service. 
Freight. 

1.  Loaded. 

Includes  miles  run  by  all  loaded  freight  cars  in  freight  service. 

2.  Empty. 

Includes  miles  run  by  all  empty  freight  cars  in  freight  service. 

3.  Caboose. 

Includes  miles  run  by  caboose  cars  iv  freight  service. 

Passenger. 

4.  Passenger  Coaches. 

Includes  miles  run  by  home  and  foreign  passenger  coaches, 
combinations  of  passenger  and  baggage,  passenger  and  mail  and  pas- 
senger and  express  cars,  chair  and  club  cars,  either  in  service  or 
deadhead. 

5.  Sleeping,  Parlor  and  Observation  Cars. 

Includes  miles  run  by  home  and  foreign  sleeping,  buffet,  parlor 
and  observation  cars,  either  in  service  or  deadhead. 

6.  Dining  Cars. 

Includes  miles  run  by  home  and  foreign  dining,  cafe  and  other 
cars  devoted  exclusively  to  the  serving  of  meals  or  other  refresh- 
ments, either  in  service  or  deadhead. 

7.  Other  Passenger  Train   Cars. 

Includes  miles  run  by  home  and  foreign  baggage,  combination 
baggage  and  express  and  combinations  of  baggage,  mail,  postal  and 
express  cars;  by  home  and  foreign  mail,  postal  and  express  cars;  by 
business  cars  and  by  milk  cars  in  passenger  trains;  either  in  service 
or  deadhead. 

Special  Service. 

8.  Freight — loaded. 

9.  Freight — empty. 

10.  Caboose. 

11.  Passenger  Coaches. 

12.  Sleeping,  Parlor  and  Observation  Cars. 

13.  Dining  Cars. 

14.  Other  Passenger  Train  Cars. 

Includes  miles  run  by  the  foregoing  cars  under  their  appropriate 
classes,  in  special  revenue  service  as  defined  in  the  Classification  of 
Train   Miles. 


FINDINGS   APPLICABLE    TO    G.  N.  RY.  CO.  349 

Non-Revenue   Service. 
Includes  miles  run  by  cars  in  non-revenue  trains  as  defined  in 
the  Classification  of  Train  Miles,  and  as  subdivided  above  under  the 
head  of  "Special  Service,"  items  8,  9,  10,  11,  12,  13  and  14. 

RULES    FOR    APPORTIONING    OPERATING    EXPENSES    TO 
ACCOUNTING    DIVISIONS. 

Note  "A." — The  term  "Accounting  Division"  covers  not  only  the 
divisions  established  by  the  Company  for  its  own  purposes  but  the 
further  subdivisions  of  these  when  the  line  involved  runs  in  more  than 
one  state,  necessary  in  the  preparation  of  reports  to  the  various 
states. 

Note  "B." — By  "Track  Mileage"  is  meant  the  mileage  of  main,  sec- 
ond, third  and  fourth  tracks,  yard,  passing  and  spur  tracks,  sidings 
and  wyes.  The  mileage  at  the  close  of  the  previous  fiscal  year  is 
to  be  used  subject  to  revision  on  account  of  the  addition  during  the 
year  of  new  main,  second,  third  or  fourth  tracks  with  their  yards, 
sidings  and  passing  tracks.  The  addition  during  the  year  of  yard, 
passing  and  spur  tracks  and  sidings  not  laid  in  connection  with  new 
main  tracks,  or  similar  tracks  taken  up,  need  not  be  considered  until 
the  revised  mileage  for  a  fiscal  year  is  used. 

Note  "C." — When  in  making  the  apportionment  it  is  impracticable 
to  use  current  train,  car  or  engine  mileage,  such  figures  for  the  pre- 
ceding month  will  be  used. 

Maintenance  of  Way  and   Structures. 
Under  the  general  heading  "Maintenance  of  Way  and  Structures," 
all  charges  to  the  following  named  primary  accounts  can  be  localized 
and  should  be  apportioned  to  the  accounting  divisions  on  which  they 
occur,  viz.: 

Ballast. 

Ties. 

Rails. 

Other  Track  Material. 

Roadway  and  Track. 

Tunnels. 

Bridges,   Trestles   and   Culverts. 

Over  and  Under  Grade  Crossings. 

Grade  Crossings,  Fences,  Cattle  Guards  and  Signs. 

Snow  and  Sand  Fences  and  Snow  Sheds. 

Signal  and  Interlocking  Plants. 

(Note. — Repairs  should  be  apportioned  according  to  the  loca 
tion  of  the  tower.) 

Telegraph  and   Telephone  Lines. 

Buildings,  Fixtures  and  Grounds. 

Docks  and  Wharves. 

Maintaining  Joint  Tracks,  Yards  and  Other  Facilities — Dr. 

Maintaining  Joint  Tracks,  Yards  and  Other  Facilities — Cr. 


250  RAILROAD  COMMISSION  OF  WASHINGTON 

Charges  to  the  following  named  primary  accounts  can  not  be  entire- 
ly localized,  and  should  be  apportioned  as  follows: 

Superintendence. 

Charges  to  this  account  should  be  localized  in  so  far  as  the  duties 
of  those  officers  are  local  to  an  accounting  division,  and  similar  ex- 
penses of  officers  having  jurisdiction  over  more  than  one  accounting 
division  should  be  apportioned  on  the  basis  of  track  mileage  over  which 
they  have  jurisdiction. 

Removal  of  Snow,  Sand  and   Ice. 

The  cost  or  expense  of  removal  of  snow,  sand  and  ice  should,  as 
far  as  possible,  be  located  to  accounting  divisions.  Any  charges  that 
can  not  be  so  located  should  be  apportioned  on  the  basis  of  track 
mileage  of  the  territory  involved. 

Roadway  Tools  and  Supplies. 

The  expenditure  should  be  localized  as  far  as  possible.  Such  ex- 
penditures as  can  not  be  localized  should  be  apportioned  on  the  basis 
of  cost  of  labor  expended  on  localized  work  done  in  the  current  month 
by  the  gangs  to  which  such  tools  and  supplies  are  furnished. 

Work   Equipment — Repairs. 

Running  Repairs  should  be  localized  as  much  as  possible.  Such 
expenditures  as  can  not  be  allotted  to  one  Accounting  Division,  includ- 
ing General  Repairs,  should  be  apportioned  on  the  basis  of  track  mile- 
age of  the  entire  line. 

Note. — The  cost  of  repairing  damages  caused  by  accidents  should 
be  localize'd  to  the  extent  of  the  estimated  damage  done,  to  be  de- 
termined by  the  officer  in  charge  of  equipmnt. 

Work    Equipmnt — Renewals. 

Charges  should  be  apportioned  on  the  basis  of  track  mileage  of  the 
entire  line. 

Note. — The  cost  incident  to  replacement  of  work  equipment  (less 
depreciation  written  off  and  salvage)  taken  out  of  service  on  account 
of  accidents,  should  be  localized  to  the  extent  of  the  estimated 
damage  done,  to  be  determined  by  the  officer  in  charge  of  equipment. 

Work   Equipment — Depreciation. 

Charges  should  be  apportioned  on  the  basis  of  the  track  mileage  of 
the  entire  line. 

Injuries   to    Persons. 

Charges  to  this  account  should  be  localized  as  far  as  possible;  and 
charges  that  can  not  be  localized  should  be  apportioned  on  the  basis 
of  track  mileage  of  the  territory  involved. 

Stationery  and    Printing. 

The  cost  of  stationery  and  printing  used  for  maintenance  of  way 
and  structures  purposes  should  be  apportioned  on  the  basis  of  track 
mileage  maintained. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO. 


251 


Insurance. 

Premiums   for  insurance   on   maintenance   of   way  and   structures 
should  be  localized;    except*  upon  work  equipment,   which  should  be 
apportioned  on  basis  of  track  mileage  maintained. 
Other  Expenses. 

Charges  should  be  localized  as  far  as  possible;  unlocalized  expenses 
should  be  apportioned  on  the  basis  of  track  mileage  affected. 

Maintenance  of   Equipment. 

Under  the  general  heading  "Maintenance  of  Equipment,"  all  charge* 
to  the  following  named  primary  accounts  can  be  localized  and  should 
be  apportioned  to  the  Accounting  Division  on  which  located: 

Maintaining  Joint  Equipment  at  Terminals — -Dr. 

Maintaining  Joint  Equipment  at  Terminals — Cr. 

Charges  to  the  following  accounts  can  not  be  entirely  localized,  and 
should  be  apportioned  as  follows: 
Superintendence. 

Charges  should  be  localized  in  so  far  as  the  duties  of  those  officers 
are  local  to  an  accounting  division;  similar  expenses  of  officers  having 
jurisdiction  over  more  than  one  accounting  division  should  be  appor- 
tioned on  the  basis  of  total  revenue  service  engine  miles  over  which 
they  have  jurisdiction. 
Steam   Locomotives — Repairs. 

The  cost  of  Running  Repairs  should  be  apportioned  on  the  basis 
of  the  mileage  of  the  individual  locomotives  in  the  current  month  and 
the  cost  of  General  Repairs  should  be  apportioned  on  the  basis  of 
the  mileage  of  the  individual  locomotives  since  the  last  General  Re- 
pairs. The  cost  of  repairing  damages  caused  by  accident  should  be 
localized  to  the  extent  of  the  damage  done,  to  be  determined  by  the 
officer  in  charge  of  equipment.  Charges  that  can  not  be  assigned 
to  individual  locomotives  should  be  apportioned  on  the  basis  of  the 
total  revenue  service  engine  miles  of  the  current  month. 
Steam  Locomotives — Renewals. 

Cost  of  Locomotive  (less  depreciation  written  off  and  salvage) 
taken  out  of  service  on  account  of  accidents,  should  be  localized  to  the 
extent  of  the  estimated  damage  done,  to  be  determined  by  the  officer 
in  charge  of  equipment.  Other  charges  should  be  apportioned  on  the 
basis  of  the  total  revenue  service  engine  miles  for  the  preceding 
fiscal  year. 
Steam    Locomotives — Depreciation. 

The  monthly  Depreciation  should  be  apportioned  on  the  basis  of  the 
total  revenue  service  engine  miles  for  the  current  month. 
Passenger  Train  Cars — Repairs. 
Freight  Train  Cars — Repairs. 

The  cost  of  repairing  passenger  and  freight  cars  should  be  appor- 
tioned on  the  basis  of  the  mileage  of  such  cars,  respectively,  of  the 


252  RAILROAD    COMMISSION    OF   WASHINGTON 

current  month,  except  in  cases  of  damage  by  accidents,  in  which 
event,  the  estimated  damage  done,  to  be  determined  by  the  officer  in 
charge  of  equipment,  should  be  localized  to  the  Accounting  Division 
on  which  the  damage  occurred. 

Passenger  Train  Cars — Renewals. 
Freight  Train  Cars — Renewals. 

The  cost  incident  to  replacement  of  freight,  passenger  and  dining 
cars  (less  depreciation  written  off  and  salvage)  retired  from  service 
on  account  of  accident  should  be  localized  to  the  extent  of  the  estimat- 
ed damage  done,  to  be  determined  by  the  officer  in  charge  of  equip- 
ment. Other  charges  on  this  account  should  be  apportioned  on  the 
basis  of  the  mileage  of  passenger,  freight  and  dining  cars,  respectively, 
foi   the  preceding  fiscal  year. 

Passenger  Train  Cars — Depreciation. 
Freight  Train  Cars — Depreciation. 

Charges  to  these  accounts  should  be  apportioned  on  the  basis  of  the 
mileage   of  passenger,   freight  and   dining-cars,   respectively,   for   the 
current  month. 
Shop    Machinery   and   Tools. 

If  a  shop  is  under  the  charge  of  a  territorial  superintendent,  the 
expenditures  should  be  apportioned  over  that  superintendent's  terri- 
tory on  basis  of  Revenue  Train  Mileage  for  the  current  month. 

When  the  operations  of  the  shop  are  applicable  to  the  entire  road, 
the  expenditures  should  be  apportioned  on  the  basis  of  Revenue  Train 
Mileage  of  the  whole  road. 
Injuries  to  Persons. 

Charges  to  this  account  should  be  localized  by  shops  as  far  as 
possible  and  should  be  apportioned  on  the  same  basis  as  charges  for 
machinery  and  tools  at  the  shop.  Charges  that  can  not  be  localized 
should  be  apportioned  on  basis  of  total  revenue  train  mileage  for  the 
current  month  of  the  territory  involved. 
Stationery  and   Printing. 

The  cost  should  be  apportioned  on  the  basis  of  the  total  revenue 
train  mileage  for  the  current  month. 
Insurance. 

Premiums  for  insurance  of  equipment  should  be  apportioned  to 
"Locomotives,  Passenger  Train  Cars,  Freight  Train  Cars"  and  "Float- 
ing Equipment,"  and  the  amount  allotted  to  each  class  of  rolling  stock 
should  be  apportioned  by  Accounting  Divisions  on  the  basis  of  the 
mileage  of  that  class  for  the  current  month.  In  the  case  of  Floating 
Equipment,  charges  should  be  apportioned  equally  to  the  accounting 
divisions  involved. 
Other   Expenses. 

Charges  should  be  localized  as  far  as  possible.  Unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  total  revenue  train 
mileage  of  the  current  month. 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  253 

Equipment   Borrowed — Dr. 

Charges  on  account  of  freight  cars  should  be  apportioned  on  basis 
of  total  freight  car  mileage  for  the  current  month.  Charges  on  account 
of  passenger  cars  should  be  apportioned  on  the  basis  of  total  passenger 
car  mileage  for  current  month.  Charges  on  account  of  locomotives 
and  work  cars  should  be  apportioned  on  the  basis  of  total  revenue 
service  engine  mileage  for  the  current  month. 

Equipment   Loaned — Dr. 

Credits  on  account  of  freight  cars  should  be  apportioned  on  basis 
of  total  freight  car  mileage  for  the  current  month.  Credits  on  account 
of  passenger  cars  should  be  apportioned  on  the  basis  of  total  passenger 
car  mileage  for  the  current  month.  Credits  on  account  of  locomotives 
and  work  cars  should  be  apportioned  on  the  basis  of  total  revenue 
service  engine  mileage  for  the  current  month. 

Traffic  Expenses. 
The  primary  accounts  incident  to  traffic  expenses  chargeable  to 
freight  traffic  should  be  apportioned  on  basis  of  revenue  freight  train 
mileage,  those  chargeable  to  passenger  traffic  on  basis  of  revenue 
passenger  train  mileage,  and  those  not  naturally  chargeable  to  either 
passenger  or  freight,  or  which  may  be  common  to  both,  on  basis  of 
the  total  revenue  train  mileage,  for  the  current  month. 

Transportation    Expenses. 

Under  the  general  heading  "Transportation  Expenses"  all  charges 
to  the  following  named  primary  accounts  can  be  localized  and  should 
be  apportioned  to  the  accounting  divisions  on  which  they  occur,  viz.: 

Station  Employees. 

Yard  Masters  and  their  Clerks. 

Yard  Conductors  and  Brakemen. 

Yard   Switch    und    Signal    Tenders. 

Yard  Supplies  and  Expenses. 

Yard  Enginemen. 

Enginehouse  Expenses — Yard  (See  Enginehouse  Expenses — Road). 

Fuel  for  Yard  I^ocomotives. 

Water  for  Yard  Locomotives. 

Lubricants  for  Yard  Locomotives. 

Other  Supplies  for  Yard  Locomotives. 

Operating  Joint  Yards   and  Terminals — Dr. 

Operating  Joint  Yards  and  Terminals — Cr. 

Water  for  Road  Locomotives. 

Interlocking,  Block  and  Other  Signals — Operation. 

(Note. — Should  be  apportioned  according  to  location  of  tower.) 

Crossing  Flagmen  and  Gatemen. 

Draw  Bridge  Operation. 

(Note. — Should  be  apportioned  equally  to  Divisions.) 

Clearing  Wrecks. 


254      •  RAILROAD   COMMISSION  OF  WASHINGTON 

Operating  Joint  Tracks — Dr. 
Operating  Joint  Tracks — Cr, 

Charges  to  the  following  named  primary  accounts  can  not  be  en- 
tirely localized  and  should  be  apportioned  as  fololws: 

Superintendence. 

Charges  should  be  localized  in  so  far  as  the  duties  of  the  officers 
are  local  to  a  division;  similar  expenses  of  officers  having  jurisdiction 
over  more  than  one  division  should  be  apportioned  on  the  basis  of 
total  revenue  train  mileage  for  the  current  month. 

Dispatching  Trains. 

When  the  jurisdiction  of  any  train  dispatching  office  is  confined  to 
one  Accounting  Division,  the  expenses  of  that  office  should  be  so 
charged,  but  when  the  jurisdiction  extends  over  two  or  more  Account- 
ing Divisions,  the  apportionment  should  be  on  basis  of  total  revenue 
train  mileage  for  the  current  month. 

Weighing  and  Car  Service  Associations. 

The  expenses  of  Weighing  Associations  and  Inspection  Bureaus 
should  be  localized  so  far  as  possible  on  the  basis  of  the  location  of  the 
employees  of  such  Associations  and  Bureaus;  the  unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  localized  expenses. 
The  expenses  for  car  service  associations  should  be  apportioned  on 
the  basis  of  the  total  track  mileage  on  June  30  preceding,  within  the 
territory  over  which  such  Car  Service  Associations  has  jurisdiction. 

Station  Supplies  and    Expenses. 

Charges  should  be  localized  as  much  as  possible.  Cost  of  items 
that  can  not  be  allocated  to  accounting  divisions  (such  as  car  seals 
for  general  distribution  to  freight  stations)  should  be  apportioned  on 
the  basis  of  train  mileage  for  the  current  month. 

Road   Enginemen. 

The  wages  paid  road  enginemen  should  be  localized  as  to  engine 
runs.  When  one  run  covers  two  or  more  accounting  divisions  the 
expense  of  that  run  should  be  apportioned  to  divisions  on  the  basis  of 
the  actual  mileage  of  that  run  on  each. 

Enginehouse  Expenses — Road. 

The  expenses  chargeable  to  Road  Locomotives  should  be  localized 
as  to  engine  runs;  if  a  run  covers  two  or  more  accounting  divisions 
the  expense  should  be  apportioned  upon  the  actual  mileage  of  that 
run  embraced  in  each  accounting  division. 

Fuel  for  Road   Locomotives. 

Lubricants  for  Road  Locomotives. 

Other  Supplies  for  Road   Locomotives. 

The  cost  of  fuel,  lubricants  and  other  supplies  for  road  locomotives 
should  be  apportioned  on  the  basis  of  the  mileage  of  the  individual 
locomotives  in  the  current  month.     Charges  that  can  not  be  assigned 


FINDINGS    APPLICABLE    TO    G.  N.  RY.  CO.  255 

to  individual  locomotives,   such  as  sand,  will  be  apportioned  on  the 
basis  of  the  total  revenue  service  engine  miles  for  the  current  month. 

Road  Trainmen. 

The  wages  paid  road  trainmen  should  be  localized  as  to  train  runs; 
when  one  run  covers  two  or  more  accounting  divisions,  the  expense 
of  that  run  should  be  apportioned  on  the  basis  of  the  actual  mileage 
on  each  division  in  the  current  month. 

Train  Supplies  and  Expenses. 

The  cost  of  train  supplies  and  expenses  should  be  apportioned  on 
the  basis  of  revenue  passenger,  freight  and  mixed  train  mileage  (ac- 
cording to  the  class  of  service  involved)  of  the  current  month. 

Telegraph  and  Telephone — Operation. 

Charges  to  this  account  should  be  localized  as  far  as  possible. 
Charges  which  can  not  be  localized  should  be  apportioned  on  basis 
of  total  revenue  train  mileage  of  current  month. 

Stationery  and  Printing. 

The  cost  should  be  apportioned  on  basis  of  total  revenue  train 
mileage  for  the  current  month. 

Insurance. 

Premiums  for  insurance  incidental  to  transportation  expenses 
should  be  localized  as  far  as  possible;  unlocalized  expenses  should 
be  apportioned  on  basis  of  total  revenue  train  mileage  for  the  current 
month. 

Other    Expenses. 

Charges  should  be  localized  as  far  as  possible;  expenses  which  can 
not  be  assigned  to  an  individual  accounting  division  should  be  appor- 
tioned on  basis  of  total  revenue  mileage  for  the  current  month. 

Loss  and  Damage — Freight  and  Baggage. 

Charges  to  Loss  and  Damage — Freight  and  Baggage,  should  be 
localized  as  far  as  known.  Unlocated  Loss  and  Damage  should  be 
apportioned  on  the  basis  of  road  mileage  over  which  the  particular 
shipment  was  consigned.  Pay  and  expenses  of  adjusters  should  be 
apportioned  on  basis  of  the  total  revenue  freight  or  passenger  train 
mileage,  respectively,  for  the  current  month,  of  the  accounting  divis- 
ion involved. 

Damage  to   Property. 

Damage  to  Stock  on  Right  of  Way. 

Injuries  to   Persons. 

Charges  to  these  accounts  should  be  localized  as  far  as  possible; 
unlocalized  items  should  be  apportioned  on  the  basis  of  the  total 
revenue  train  mileage  for  the  current  month  of  the  accounting  divis- 
ions involved. 


256  RAILROAD   COMMISSION  OF  WASHINGTON 

General   Expenses. 

Under  the  general  heading  "General  Expenses"  all  charges  to  the 
following  named  primary  accounts  can  be  localized  and  should  be 
apportioned  to  the  accounting  divisions  in  which  they  occur,  viz.: 

General  Administration  Joint  Tracks,  Yards  and  Terminals — Dr. 

General  Administration  Joint  Tracks,  Yards  and  Terminals — Or. 

Charges  to  the  following  named  primary  accounts  can  not  be  en- 
tirely localized  and  should  be  apportioned  to  accounting  divisions,  as 
follows : 

Salaries  and   Expenses  of  General   Officers. 

Salaries  and  Expenses  of  Clerks  and  Attendants. 

General  Office  Supplies  and  Expenses. 

Insurance. 

Stationery  and   Printing. 

Charges  to  these  accounts  should  be  apportioned  to  the  accounting 
divisions  on  the  basis  of  total  train  mileage  for  the  current  month. 

Law    Expenses. 

Law  expenses  should  be  localized  as  far  as  possible.  When  such 
expenses  relate  to  two  or  more  accounting  divisions  they  should  be 
apportioned  on  the  basis  of  total  revenue  train  mileage  for  the  current 
month. 

Relief  Department   Expenses. 

Relief  department  expenses  should  be  apportioned  throughout  each 
fiscal  year  on  basis  of  number  of  relief  department  members  located  in 
each  accounting  division  on  the  30th  day  of  June  preceding. 

Other   Expenses. 

Charges  should  be  localized  as  far  as  possible.  Unlocalized  ex- 
penses should  be  apportioned  on  the  basis  of  the  total  revenue  train 
mileage  for  the  current  month. 


FINDINGS  OF  FACT  APPLICABLE  TO  THE  OREGON  RAILROAD 
&  NAVIGATION  COMPANY. 


Finding    No.   1. 

That  the  Oregon  Railroad  &  Navigation  Company  is  a  corporation 
organized  and  existing  under  and  by  virtue  of  the  laws  of  the  state 
of  Oregon  and  is  the  owner  and  is  engaged  in  operating  a  line  or 
lines  of  railroad  extending  through  Oregon,  Washington  and  into 
Idaho  and  is  engaged  as  a  common  carrier  in  the  carriage  of  freight 
and  passengers  for  hire.  That  said  road  owns  and  operates  882.34 
miles,  262.21  miles  of  which  is  within  the  state  of  Washington.  That 
in  additiox:  thereto  the  said  road  operates  the  Columbia  &  Palouse 
Railroad,  having  a  mileage  of  144.80  miles,  142.44  miles  of  which  is 
within  the  state  of  Washington;  the  Walla  Walla  &  Columbia  River 
Railroad,  having  a  mileage  of  35.52  miles,  30.18  miles  of  which  is 
within  the  state  of  Washington;  the  Snake  River  Valley  Railroad, 
with  a  mileage  of  65.85  miles,  all  of  which  is  within  the  state  of 
Washington;  the  Columbia  &  Southern  Railroad  Company,  with  a 
mileage  of  69.46  miles,  and  the  Columbia  River  &  Oregon  Central 
Railroad  Company,  with  a  mileage  of  45.31  miles — no  portion  of  said 
last  two  mentioned  lines  being  within  the  state  of  Washington. 

The  said  railway  company,  in  conjunction  with  the  Northern  Pa- 
cific Railway  Company,  operate  the  Northern  Pacific  Terminal  Com- 
pany under  lease,  having  a  mileage  of  2.54  miles,  none  of  which  is  in 
the  state  of  Washington. 

Making  a  total  mileage  operated  by  said  road  of  1,245.82  miles, 
500.68  miles  of  which  is  within  the  state  of  Washington.  That  the 
main  line  of  said  road  within  the  state  of  Washington  extends  from 
the  Oregon- Washington  boundary  line  near  the  Colum*bia  river  north- 
erly to  Spokane,  with  numerous  branch  lines  connected  therewith, 
some  of  which  branch  lines  extend  into  the  state  of  Idaho,  and  the 
main  line  of  the  said  O.  R.  &  N.  Co.  extends  from  a  point  near  the 
Washington-Oregon  boundary  westerly  to  Portland,  Oregon,  and  east- 
erly to  Huntington,  Oregon. 

That  in  the  year  1893  the  lines  of  the  Oregon  Railway  &  Naviga- 
tion Company  defaulted  in  the  payment  of  their  fixed  charges  and 
a  receiver  for  the  said  lines  was  appointed  and  the  said  lines  re- 
mained in  the  hands  of  a  receiver  until  August  17,  1896,  when  said 
corporation  was  reorganized  under  the  name  of  the  Oregon  Railroad 
&   Navigation   Company,   the   holders   of   the    outstanding   bonds   sur- 

17— A 


258     ■         RAILROAD    COMMISSION    OF    WASHINGTON 

rendering  the  same  and  accepting  in  lieu  mortgage  bonds  of  the 
reorganized  company,  and  said  property  was  purchased  at  foreclosure 
sale  by  the  Oregon  Railroad  &  Navigation  Company. 

That  a  more  detailed  statement  of  the  capitalization  of  said  com 
pany  is  hereinafter  set  out. 

No.  2. 

That  that  portion  of  the  main  track  and  main  line  of  the  Oregon 
Railroad  &  Navigation  Company  extending  from  the  Oregon- Wash- 
ington boundary,  near  the  Columbia  river  to  Wallula,  and  consisting 
of  6.1  miles,  was  constructed  by  the  Oregon  Railway  &  Navigation 
Company  about  the  year  1881;  that  in  the  construction  of  said  line, 
in  its  present  condition,  exclusive  of  the  sums  chargeable  to  better- 
ments and  improvements,  the  Oregon  Railway  &  Navigation  Com- 
pany expended  the  sum  of  $190,928.39,  and  that  there  has  been  charged 
to  betterments  and  improvements  on  said  line  the  sum  of  $18,605.07, 
making  a  total  expenditure  on  said  portion  of  said  line  as  shown  by 
the  records  and  books  of  said  company,  amounting  to  the  sum  of 
$209,533.46.  That  in  order  to  reproduce  the  grading  of  said  road  in 
its  present  condition  it  would  be  necessary  to  move  48,562  cubic 
yards  of  earth  a  distance  of  not  to  exceed  300  feet,  31,105  cubic  yards 
of  solid  rock  a  distance  of  not  to  exceed  300  feet,  and  of  the  quantities 
above  mentioned  it  would  be  necessary  to  move  an  equivalent  25,240 
cubic  yards  a  distance  of  100  feet  in  excess  of  the  300  feet  free  haul 
allowance. 

It   would   be   necessary   to   place   1,838    cubic   yards   of   riprap. 

That  .to  produce  the  bridges,  trestles  and  culverts  of  said  line 
it  would  be  necessary  to  construct  64  lineal  feet  of  pile  bridges, 
and  steel  truss  bridge  No.  221,  as  now  existing  across  the  Walla  Walla 
river,  said  bridge  being  a  through  Pratt  truss,  175  feet  in  length, 
containing  two  concrete  abuttments  necessitating  an  excavation  above 
water  of  239.5  cubic  yards,  of  43.4  cubic  yards  below  water,  the 
placing  of  3.56  cubic  yards  of  cut  stone  and  282.5  cubic  yards  of 
concrete  masonry  requiring  .418,542  pounds  of  steel  and  178  lineal 
feet  of  floor  system,  759  feet  board  measure  of  lumber  in  wooden 
"boxes,  30  cubic  yards  of  stone  masonry  in  culverts,  60  feet  of  24-inch 
cast-iron  pipe.  That  subsequent  to  the  construction  there  has  been 
6,231  cubic  yards  of  earth  used  in  filling  bridges  and  trestles,  which 
Is  not  included  in  the  grading  quantities  mentioned  above;  that  to 
reproduce  said  lines  it  would  be  necessary  to  lay  24,003  ties;  917.10 
tons  of  steel  rails,  the  same  requiring  116,936  pounds  of  rail  splices; 
12,295  pounds  of  bolts,  51,528  pounds  of  spikes,  13,710  light  tee  plates, 
1,520  rail  braces  and  1,100  pounds  of  nut  locks.  Tnat  for  the  purpose  of 
ascertaining  the  cost  of  reroduction  it  is  estimated  that  to  reproduce 
new  the  frogs  and  switches  on  the  line  would  cost  in  place  the  sum 
of  $2,312.  That  to  reproduce  the  ballast  on  the  said  lines  it  would 
be  necessary  to  ballast  with  earth  6.1  miles,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $600 
per  mile. 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO. 


259 


That  to  reproduce  the  line  it  would  be  necessary  to  lay  8.34  miles 
of  track,  which  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction is  estimated  to  cost  $700  per  mile. 

That  in  order  to  reproduce  the  said  line  it  would  be  necessary  to 
place  tie  plates  thereon,  the  labor  for  which  is  estimated  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  to  cost  the  sum 
of  $205. 

That  it  would  be  necessary  in  order  to  reproduce  the  said  line 
in  its  present  condition  to  construct  12  miles  of  barbed  wire  fence. 
That  the  crossings,  cattle  guards  and  signs  along  the  line  would 
cost,  at  present  prices,  to  reproduce  the  same  new,  the  sum  of 
$431.24.  That  the  interest  of  the  Oregon  Railroad  &  Navigation 
Company  in  the  telegraph  lines  along  the  said  line  would  cost  to 
reproduce  new  the  sum  of  $184.46. 

That  the  station  buildings  along  the  said  line  consist  of  a  standard 
two-story  station  building  at  Wallula  containing  8,861  square  feet 
floor  area,  and  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion the  furniture  and  fixtures  therein  are  estimated  to  cost  the  sum 
of  $310. 

No.  3. 

That  that  portion  of  the  main  track  and  main  line  of  the  Oregon 
Railroad  &  Navigation  Company  extending  from  Wallula  to  Grange 
City,  and  being  65.9  miles  in  length,  was  constructed  by  the  Snake 
River  Valley  Railroad  Company  about  the  year  1899,  said  Snake 
River  Valley  Railroad  Company  being  a  corporation  organized  and 
existing  under  and  by  virtue  of  the  laws  of  the  state  of  Oregon, 
having  a  capital  stock  of  10,000  shares  of  the  par  value  of  $100  per 
share,  making  a  total  capitalization  of  $1,000,000,  of  which  $750,000 
worth  has  been  issued  and  is  now  owned  by  the  Oregon  Railroad  & 
Navigation  Company;  that  said  Snake  River  Valley  Railroad  Com- 
pany was  a  subsidiary  company  of  the  Oregon  Railroad  &  Navigation 
Company;  that  the  Oregon  Railroad  &  Navigation  Company  advanced 
from  its  treasury  the  funds  necessary  to  construct  the  said  line. 
Since  the  same  was  constructed  said  line  has  been  operated  by  the 
Oregon  Railroad  &  Navigation  Company;  that  the  total  amount  ex- 
pended by  the  Snake  River  Valley  Railroad  Company  and  the  Oregon 
Railroad  &  Navigation  Company  in  the  construction  of  said  lines, 
and  for  betterments  and  improvements,  down  to  the  30th  day  of 
June,  1907,  was  the  sum  of  $1,819,881.63;  that  on  the  15th  day  of 
June,  1907,  the  said  railroad  company  authorized  an  issue  of  $2,000,000 
worth  of  bonds,  $1,500,000  of  which  bonds  were  issued  and  delivered 
to  the  Oregon  Railroad  &  Navigation  Company,  which  now  own  said 
bonds. 

That  in  order  to  reproduce  the  grading  on  said  road,  in  its  present 
condition,  it  would  be  necessary  to  move  1,814,849  cubic  yards  of 
earth  a  distance  of  not  to  exceed  300  feet,  60,063  cubic  yards  of  loose 
rock  a  distance  of  not  to  exceed  300  feet,  395,100  cubic  yards  of  solid 
rock   a   distance   of  not  to  exceed   300   feet,   376,308   cubic   yards   of 


ggO  RAILROAD    COMMISSION    OF   WASHINGTON 

cemented  gravel  a  distance  of  not  to  exceed  300  feet,  214,408  cubic 
yards  of  shell  rock  a  distance  of  not  to  exceed  300  feet,  182,994 
cubic  yards  of  solid  rock  borrow  a  distance  of  not  to  exceed  300  feet, 
and  of  the  quantities  above  mentioned  it  would  be  necessary  to  moTe 
an  equivalent  of  1,550,586  cubic  yards  a  distance  of  100  feet  in  excess 
of  the  said  300-foot  free  haul  allowance.  It  would  be  necessary  to 
place  108,450  cubic  yards  of  riprap,  requiring  1,226  cubic  yards  of  earth 
excavation.  That  along  said  line  there  is  now  12,804  lineal  feet  of 
sidetrack,  the  grading  for  which  is  not  included  in  the  grading  quanti- 
ties above  mentioned,  which  grading  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  at  a  cost  of  40  cents  per  lineal 
foot;  that  to  reproduce  the  line  in  its  present  condition  it  would  be 
necessary  to  construct  1,993  lineal  feet  of  timber-lined  tunnels,  re- 
quiring 1,993  lineal  feet  of  tunnel  excavation,  5,413  cubic  yards  of 
tunnel  enlargements,  728,090  feet  board  measure  of  timber,  and  12,54^ 
pounds  of  iron. 

That  to  reproduce  bridges,  trestles  and  culverts  on  said  line  it 
w^ould  be  necessary  to  construct  1,241  lineal  feet  of  pile  bridges  and 
172  lineal  feet  of  frame  trestles,  one  pony  Howe  truss  bridge  42 
feet  long,  836,525  feet  board  measure  timber  in  culverts  and  wooden 
boxes,  and  24  feet  of  36-inch  cast-iron  pipe;  that  to  reproduce  said 
line,  including  side  tracks,  it  would  be  necessary  to  lay  212,455  ties, 
8,350.84  tons  of  steel  rails,  such  steel  rails  requiring  1,164,009  pounds  of 
splices,  113,101  pounds  of  bolts,  458,412  pounds  of  spikes,  4,420  rail 
braces,  142,370  light  tie  plates,  and  11,920  pounds  of  nut  locks,  and 
frogs  and  switches,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  are  estimated  at  a  cost  of  $5,440,  in  place.  That  to 
reproduce  the  ballast  on  said  line  it  would  be  necessary  to  ballast 
with  earth  65.87  miles,  which  for  the  purpose  of  reproduction  is  esti- 
mated to  cost  $600  per  mile.  That  to  reproduce  the  line  in  its  present 
condition  it  would  be  necessary  to  lay  72.39  miles  of  track,  which 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  at 
$700  per  mile.  That  in  order  to  reproduce  said  line  it  would  be  neces- 
sary to  lay  tie  plates,  which  for  the  purpose  of  ascertaining  cost  of  re- 
production, the  labor  therefor  is  estimated  at  $2,136. 

That  it  would  be  necessary  in  order  to  reproduce  said  line  in  its 
present  condition  to  construct  115  miles  of  barbed  wire  fence,  and 
3  miles  of  sand  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  line  would 
cost  at  the  present  prices  to  reproduce  new  the  sum  of  $1,811. 

That  in  order  to  reproduce  said  line  in  its  present  condition  it 
would  be  necessary  to  install  two  train  order  signals,  which  for  the 
purpose  of  reproduction  are  estimated  to  cost,  in  place,  $225  each. 

That  the  interests  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  line  along  said  line  would  cost  to  reproduce  new 
the   sum  of   $1,988.61. 

That  the  station  buildings  along  said  lines  consist  of  1,320  square 
feet  floor  area  of  Oregon  Railroad  &  Navigation  Company's  standard 


FINDINGS   APPLICABLE    TO    O.  R.  &  N,  CO. 


261 


one-story  frame  station  building.  That  the  fiixtures  for  said  station 
buildings  for  the  purpose  of  reproduction  are  estimated  to  cost  $68. 

That  in  order  to  reproduce  said  line  it  would  be  necessary  to 
construct  water  stations,  which  for  the  purpose  of  estimating  the 
cost  of  reproduction  are  estimated  to  cost  new  $7,231.75. 

That  the  miscellaneous  structures  along  said  line  consist  of  6,071 
square  feet  of  floor  area  of  O.  R.  &  N.  standard  White  section  houses, 
3,035  square  feet  floor  area  of  Oregon  Railroad  &  Navigation  Company's 
standard  Chinese  section  houses,  5,608  square  feet  floor  area  of  tool, 
coal  and  miscellaneous  sheds,  697  square  feet  of  water  closets,  896 
square  feet  of  oil,  sand  and  pump  houses,  8,200  square  feet  of  miscel- 
laneous platforms,  4,112  square  feet  of  ice  houses,  3  mail  cranes, 
420  lineal  feet  of  track  sheds  and  60  water  barrels. 

No.  4. 

That  that  part  of  the  main  line  of  the  Oregon  Railroad  &  Navi- 
gation Company  in  Washington  extending  from  Riparia  to  La  Crosse 
was  constructed  by  the  Oregon  Railway  &  Navigation  Company,  the 
grading  thereof  being  largely  completed  about  the  year  1883,  such 
grading  was  abandoned  and  thereafter,  about  the  year  1888,  the  said 
line  was  completed  at  a  total  cost  down  to  the  first  day  of  June, 
1907,  including  improvements  and  betterments,  of  $931,261.50. 

That  in  order  to  reproduce  the  grading  on  said  line  in  its  present 
condition  it  would  be  necessary  to  move  340,876  cubic  yards  of  earth 
a  distance  of  not  to  exceed  300  feet,  6,557  cubic  yards  of  loose  rock 
a  distance  of  not  to  exceed  300  feet,  12,584  cubic  yards  of  solid  rock 
a  distance  of  not  to  exceed  300  feet,  26,047  cubic  yards  cemented  gravel 
a  distance  of  not  to  exceed  300  feet,  2,000  cubic  yards  of  boulder 
gravpl  a  distance  of  not  to  exceed  300  feet,  and  of  the  quantities 
above  mentioned  it  would  be  necessary  to  move  an  equivalent  of 
362,017  cubic  yards  a  distance  of  100  feet  in  excess  of  said  300  feet 
free  haul  allowance. 

That  it  would  be  necessary  to  place  13,791  cubic  yards  of  riprap. 

That  along  said  line  there  is  now  7,663  lineal  feet  of  side  track, 
the  grading  for  which  is  not  included  in  the  grading  quantities  above 
mentioned,  the  grading  of  which  side  tracks,  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  at  a  cost  of  40 
cents   per  lineal   foot. 

That  in  order  to  reproduce  said  line  in  its  present  condition,  in 
addition  to  the  grading  quantities  above  set  forth,  it  would  be  neces- 
sary to  move  and  place  for  the  purpose  of  bank  widening  70,061 
cubic   yards   of   earth. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  224  lineal  feet  of  pile  bridges, 
1,623  lineal  feet  of  frame  trestle  and  450  lineal  feet  of  combination 
pile  and  frame  bridges;  bridge  A-0  crossing  the  Snake  river  being 
a  through  Pratt  truss  draw  bridge,  consisting  of  two  325  feet  through 


252  RAILROAD    COMMISSION    OF    WASHINGTON 

Pratt  trusses,  and  one  352-foot  draw  span,  2  concrete  abutments,  and 
3  concrete  piers,  it  being  necessary  to  excavate  above  water  1,210 
cubic  yards,  to  excavate  below  water  2,880  cubic  yards,  to  place 
3,503.13  cubic  yards  of  concrete  masonry,  to  place  2,539.62  cubic  yards 
of  cut  stone,  to  place  in  superstructure  2,111,723  pounds  of  steel,  to 
place  in  superstructure  3,335  pounds  of  cast  iron;  it  would  require 
for  the  caissons  706,630  feet  board  measure  of  timber,  114,986  pounds 
of  iron,  70,063  pounds  of  steel  cutting  edges;  it  would  require  75,000 
pounds  of  equipments  for  the  draw  center  16,891  lineal  feet  of  piling 
under  piers,  1,009  lineal  feet  of  floor  system,  75,000  lbs.  draw  center 
equipment,  and  that  it  would  cost  for  channeling,  filling,  ripraping  and 
placing  rock  in  crib  $14,070,  the  above  unit  not  including  any  ma- 
terial for  false  work,  said  bridge  being  constructed  at  an  actual 
cost  of  $359,117.78;  bridge  A-10  consists  of  a  20-foot  I  beam  with  2 
concerte  abutments,  the  construction  of  same  requiring  214  cubic  yards 
excavation  above  water,  99.8  cubic  yards  concrete  masonry,  1.66  cubic 
yards  cut  stone,  11,733  pounds  steel  and  23  lineal  feet  floor  system; 
bridge  A-13  being  a  50-foot  deck  plate  girder,  with  2  concrete  abut- 
ments requiring  an  excavation  above  water  of  2,076  cubic  yards,  an 
excavation  below  water  of  566  cubic  yards,  the  placing  of  2,491.98 
cubic  yards  of  concrete  masonry  and  1.66  cubic  yards  of  cut  stone, 
and  42,169  pounds  of  steel,  and  52  lineal  feet  of  floor  system,  the 
said  bridge  for  the  purpose  of  reproduction  being  estimated  at  a 
cost  of  $27,028.50;  bridge  A-5  being  a  65foot  I  plate  girder  with  con- 
crete abutments,  the  construction  of  same  requiring  320  cubic  yards 
excavation  above  water,  228.26  cubic  yards  concrete  masonry,  1.66 
yards  cut  stone,  104,605  pounds  steel,  and  68  lineal  feet  of  floor  system; 
bridge  A-16  being  a  65-foot  deck  plate  girder,  with  2  concrete  abut- 
ments requiring  550  cubic  yards  of  excavation  above  water,  650 
cubic  yards  of  excavation  below  water,  1,392.2  cubic  yards  of  concrete 
masonry,  1.66  cubic  yards  of  cut  stone,  65,200  pounds  of  steel,  67 
lineal  feet  of  floor  system,  said  bridge  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $17,620.90;  28.168  feet 
board  measure  timber  in  culverts  and  wooden  boxes,  48  feet  of  12- 
inch  cast  iron  pipe,  72  feet  of  16-inch  cast  iron  pipe,  534  feet  of 
18-inch  cast  iron  pipe,  234  feet  of  20-inch  cast  iron  pipe,  1,044  feet 
of  24-inch  cast  iron  pipe,  72  feet  of  30-inch  cast  iron  pipe,  54  feet  of 
36-inch  cast  iron  pipe,  290  feet  of  12-inch  vitrified  pipe,  296  feet  of 
15-inch  vitrified  pipe,  36  feet  of  12-inch  corrguated  steel  pipe,  114 
feet  of  18-inch  corrugated  steel  pipe,  and  42  feet  of  24-inch  corrugated 
steel  pipe,  and  a  concrete  arch  culvert  requiring  100  cubic  yards 
excavation,  140  cubic  yards  concrete  and  16  cubic  yards  of  paving. 
That  subsequent  to  the  construction  there  has  been  984.92  yards  of 
earth  moved  and  used  in  filling  bridges  and  trestles,  which  are  not 
included  in  tne  grading  quantities  above  mentioned. 

That  to  reproduce  said  line,  including  side  tracks,  it  would  be 
necessary  to  lay  88,582  ties. 

That  to   reproduce   said   line,   including   side   tracks,   it   would   be 


FINDINGS   APPLICABLE    TO   O.  R.  &  N.  CO.  ggg 

necessary  to  lay  3,635.74  tons  of  steel  rails;  tne  said  steel  rails  re- 
quiring 527,123  pounds  of  splices,  46,134  pounds  of  bolts,  190,565  pounds 
of  spikes,  61,460  light  tie  plates,  4,184  rail  braces,  and  4,720  pounds 
of  nut  locks,  and  frogs  and  switches,  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  are  estimated  at  a  cost  of  $5,818,  in 
place. 

That  to  reproduce  the  ballast  on  said  line  it  would  be  necessary 
to  ballast  with  earth  24.4  miles,  which  for  the  purpose  of  reproducing 
is  estimated  to  cost  $600  per  mile.  That  to  reproduce  the  line  it 
would  be  necessary  to  lay  30.55  miles  of  track,  which  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
$700  per  mile. 

That  in  order  to  reproduce  the  said  line  it  would  be  necessary 
to  lay  tie  plates,  which  for  the  purpose  of  reproduction  the  labor 
therefor  is  estimated  at  $922.  That  in  order  to  reproduce  said  line 
it  would  be  necessary  to  construct  46  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards,  and  sign  posts  along  the  line 
would  cost  at  the  present  prices  to  reproduce  new  the  sum  of  $939.50. 

That  in  order  to  reproduce  the  said  line,  in  its  present  condition 
it  would  be  necessary  to  install  one  train  order  signal,  which  for  the 
purpose   of  reproduction  is   estimated  to  cost  the  sum  of  $225. 

That  the  interests  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  line  would  cost  to  reproduce 
new  the  sum  of  $736.51. 

That  the  station  buildings  along  said  line  consist  of  1,540  square 
feet  floor  area  of  O.  R.  &  N.  standard  two-story  frame  station,  192 
square  feet  floor  area  of  O.  R.  &  N.  standard  one-story  frame  station, 
and  4,173  square  feet  of  station  platform,  and  the  furniture  and  fix- 
tures in  said  station  for  the  purpose  of  reproduction  is  estimated 
to  cost  new  the  sum  of  $429. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition, 
it  would  be  necessary  to  construct  water  stations  alon  said  line,  which 
water  stations,  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion, are  estimated  to  cost  the  sum  of  $6,838. 

That  the  storage  warehouses  along  said  line  consist  of  5,000  square 
feet  of  floor  area.  That  the  miscellaneous  structures  along  said  line 
consist  of  2,270  square  feet  of  floor  area  of  O.  R.  &  N.  standard  White 
section  houses,  1,342  square  feet  floor  area  of  O.  R.  &  N.  standard 
Chinese  section  houses,  684  square  feet  floor  area  of  ofllices  and  dwell- 
ings, 576  square  feet  floor  area  of  .tool,  coal  and  miscellaneous  sheds, 
538  square  feet  of  water  closets,  308  square  feet  of  oil,  sand  and  pump 
houses,  4,000  square  feet  of  miscellaneous  platforms,  8,704  square  feet 
of  O.  R.  &  N.  standard  stock  yards,  4  mail  cranes,  and  91  water 
barrels. 

No.  5. 
That  that  portion  of  the  main  line  track  of  the  Oregon  Railroad 
&  Navigation  Company  extending  from  La  Crosse  to  Colfax,  a  dis- 


^4j  railroad    commission    of    WASHINGTON 

tance  of  35.64  miles,  and  that  portion  of  the  branch  line  extending 
from  La  Crosse  to  Connell,  and  being  53,12  miles  in  length,  con- 
structed by  the  Columbia  &  Palouse  Railroad  Company  about  the  year 
1884,  said  Columbia  &  Palouse  Railroad  Company  being  a  corporation 
having  a  capital  stock  of  $1,000,000  and  having  issued  bonds  of  the 
amount  of  $2,829,000,  said  company  constructing  the  line  as  herein- 
after set  out. 

That  the  total  cost  down  to  June  30,  1907,  for  constructing  this 
said  line  from  La  Crosse  to  Colfax  and  from  La  Crosse  to  Connell 
was  the  sum  $1,549,898.22,  including  betterments  and  improvements. 

That  in  order  to  reproduce  the  grading  on  said  main  line  from 
La  Crosse  to  Colfax  it  would  be  necessary  to  move  331,429  cubic 
yards  of  earth  a  distance  of  not  to  exceed  300  feet,  1,558  cubic  yards 
of  loose  rock  a  distance  of  not  to  exceed  300  feet,  10,771  cubic  yards 
of  solid  rock  a  distance  of  not  to  exceed  300  feet,  and  of  the  quanti- 
ties above  mentioned  it  would  be  necessary  to  move  an  equivalent 
of  343,758  cubic  yards  a  distance  of  100  feet  in  excess  of  the  said 
300  feet  free  haul  allowance,  it  would  be  necessary  to  place  74  cubic 
yards  of  riprap. 

That  along  said  line  from  La  Crosse  to  Colfax  there  is  now  14,208 
lineal  feet  of  side  track,  the  grading  of  which  is  not  included  in  the 
grading  quantities  above  mentioned,  the  grading  of  which  side  tracks 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  estimated  at 
a   cost  of  40   cents  per   lineal   foot. 

That  since  the  construction  of  said  road  between  La  Crosse  and 
Colfax  the  banks  have  been  widened  and  there  has  been  moved  and 
placed  68,966  cubic  yards  of  material,  which  is  not  included  in  the 
grading  quantities  above  mentioned. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  main 
line  from  La  Crosse  to  Colfax  it  would  be  necessary  to  construct 
1,531  lineal  feet  of  pile  bridges  and  208  lineal  feet  frame  trestles, 
17,936  feet  board  measure  timber  in  culverts  and  wooden  boxes,  270 
feet  of  18-inch  cast  iron  pipe,  108  feet  of  20-inch  cast  iron  pipe,  636 
feet  of  24-inch  cast  iron  pipe,  90  feet  of  36-inch  cast  iron  pipe,  30  feet 
of  10-inch  vitrified  pipe,  44  feet  of  14-inch  vitrified  pipe,  72  feet  of  12- 
inch  corrugated  steel  pipe,  132  feet  of  18-inch  corrugated  steel  pipe, 
and  93,639  cubic  yards  of  material  moved  and  used  in  filling  bridges 
and  trestles,  the  same  not  being  included  in  the  grading  quantities 
as  shown  above. 

That  to  reproduce  the  said  line  from  La  Crosse  to  Colfax  including 
the  side  tracks  along  the  same  it  would  be  necessary  to  lay  118,317 
ties. 

That  to  reproduce  the  said  line  from  La  Crosse  to  Colfax,  includ- 
ing side  tracks,  it  would  be  necessary  to  lay  4,245.31  tons  of  steel 
rails,  the  same  requiring  648,964  lbs.  of  splices,  56,750  lbs.  of  bolts, 
254,924  lbs.  of  spikes,  39,600  heavy  tie  plates,  2,360  light  tie  plates, 
16,446  rail  braces  and  5,400  lbs.  of  nut  locks,  and  frogs  and  switches 


FINDINGS   APPLICABLE  TO  O.  R.  &  N.  CO.  ^55 


"Which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  are 
estimated  to  cost  $4,219.00,  in  place. 

That  to  reproduce  ballast  on  the  said  line  from  La  Crosse  to  Colfax 
it  would  be  necessary  to  ballast  with  earth  6.72  miles,  which  for  the 
purpose  of  reproduction  it  is  estmated  to  cost  $600  per  mile.  And 
to  ballast  with  gravel  28.92  miles,  which  for  the  purpose  of  reproduc- 
tion is  estimated  to  cost  $1,100  per  mile. 

That  to  reproduce  the  line  from  La  Crosse  to  Colfax  it  would 
be  necessary  to  lay  40.43  miles  of  tracks,  which  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $700  per  mile. 

That  in  order  to  reproduce  said  line  from  La  Crosse  to  Colfax, 
in  its  present  condition  it  would  be  necessary  to  lay  tie  plates,  which 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  the  labor 
therefor  is  estimated  to  cost  $529. 

That  in  order  to  reproduce  said  line  from  La  Crosse  to  Colfax,  in 
its  present  condition,  it  would  be  necessary  to  construct  67.5  miles 
of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  said  line 
from  La  Crosse  to  Colfax  would  cost,  at  present  prices,  to  reproduce 
new  the  sum  of  $981.25. 

That  in  order  to  reproduce  said  line  from  La  Crosse  to  Colfax  it 
would  be  necessary  to  install  2  train  order  signals  at  a  cost  of  $235 
each,  and  one  block  signal. 

That  the  interests  of  the  Oregon  Railroad  and  Navigation  Company 
in  the  telegraph  lines  along  said  line  from  La  Crosse  to  Colfax  would 
cost  to  reproduce  the  same  new  the  sum  of  $1,070.94. 

That  the  station  buildings  along  the  said  line  from  La  Crosse  to 
Colfax  consist  of  6,402  square  feet  floor  area  of  O.  R.  &  N.  standard 
one  story  frame  station;  12,746  square  feet  of  station  platform,  and 
the  fixtures  in  said  station  buildings  are  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  estimated  to  cost  new  the  sum  of 
$1,334.00. 

That  along  said  line  there  is  one  60-foot  steel  turn  table,  esti- 
mated to  cost  jiew  the  sum  of  $3,000. 

That  there  are  along  said  line  from  La  Crosse  to  Colfax  water 
stations,  which  to  reproduce  new  would  cost  the  sum  of  $5,339.00. 

That  the  storage  warehouses  along  said  line  from  La  Crosse  to 
Colfax,  consist  of  1,248  square  feet  of  floor  area. 

That  the  miscellaneous  structures  along  said  line  from  La  Crosse 
to  Colfax  consist  of  4,451  square  feet  floor  area  of  O.  R.  &  N.  standard 
White  section  houses,  3,229  square  feet  floor  area  of  O.  R.  &  N.  standard 
Chinese  section  houses;  3,420  square  feet  floor  area  of  freight  sheds; 
572  square  feet  floor  area  of  offices  and  dwellings;  2,224  square  feet 
floor  area  of  tool,  coal  and  miscellaneous  sheds;  1,618  square  feet 
floor  area  of  water  closets;  1,245  square  feet  floor  area  of  oil,  sand 
and  pump  houses;  2,951  square  feet  of  miscellaneous  platforms;  640 
square  feet  floor  area  of  ice  houses,  and  37,880  square  feet  of  O.  R. 
&,  N.  standard  stock  yards;   one  set  of  50-ton  track  scales;   one  mail 


266 


RAILROAD    COMMISSION    OF    WASHINGTON 


crane  and  50  water  barrels,  and  fire  protections  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  to  cost  the  sum  of 
$520;  and  2  sets  of  stock  scales,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  are  estimated  to  cost  the  sum  of  $414  each. 

No.  6. 

That  that  portion  of  the  main  line  of  the  Oregon  Railroad  and 
Navigation  Company  operated  in  Washington,  extending  from  Colfax 
to  Farmington,  a  distance  of  27.5  miles  was  constructed  by  the  Colum- 
bia and  Palouse  Railroad  Company  on  or  about  the  year  1886. 

That  said  line  from  Colfax  to  Farmington  cost  to  construct,  includ- 
ing betterments  and  improvements  down  to  the  30th  day  of  June,  1907, 
the  sum  of  $447,255.24. 

That  in  order  to  reproduce  the  grading  on  said  portion  of  said 
road,  in  its  present  condition  it  would  be  necessary  to  move  317,450 
cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet;  49,664  cubic 
yards  of  loose  rock  a  distance  of  not  to  exceed  300  feet;  12,068  cubic 
yards  of  solid  rock  a  distance  of  not  to  exceed  300  feet,  and  of  the 
quantities  above  mentioned  it  would  be  necessary  to  move  an  equiva- 
lent of  391,903  cubic  yards  a  distance  of  100  feet  in  excess  of  the 
300  feet  free  overhaul  allowance,  it  would  be  necessary  to  place  8,876 
cubic  yards  of  riprap  it  would  be  necessary  to  clear  52.2  acres,  which 
for  the  purpose  of  reproduction  is  estimated  to  cost  $50  per  acre, 
and  it  would  be  necessary  to  grub  69.75  station,  which  for  the  pur- 
pose of  reproduction  is  estimated  to  cost  $15  per  station. 

That  along  said  line  there  is  now  706  lineal  feet  of  side  track, 
the  grading  for  which  is  not  included  in  the  grading  quantities  above 
mentioned,  and  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion the  grading  on  said  track  is  estimated  at  a  cost  of  $.40  per  lineal 
foot. 

That  since  the  construction  of  said  road  the  banks  or  grade  has 
been  widened  necessitating  the  placing  of  49,261  cubic  yards  of  ma- 
terial, which  material  has  not  been  included  in  the  grading  quantities 
above  mentioned,  and  in  order  to  reproduce  the  same  in  its  present 
condition  such  quantities  should  be  included. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  por- 
tion of  said  line  it  would  be  necessary  to  construct  112  lineal  feet  of 
pile  bridge;  352  lineal  feet  of  frame  trestle;  448  lineal  feet  of  com- 
bination pile  and  frame  bridge;  and  224  lineal  feet  of  pile  approach 
steel  truss  bridge  Number  A  102,  said  bridge  being  a  125-foot  through 
Pratt  truss,  with  2  concrete  abuttments,  construction  of  same  requiring 
176  cubic  yards  of  excavation  above  water,  286  cubic  yards  of  excava- 
tion below  water;  36.4  cubic  yards  of  concrete  masonery;  3.56  cubic 
yards  of  cut  stone,  and  170,414  pounds  of  steel,  with  128  lineal  feet 
of  floor  system;  steel  truss  bridge  A-89,  said  bridge  being  a  150-foot 
through  Pratt  truss,  with  2  concrete  abutments,  construction  of  same 
requiring  325  cubic  yards  excavation  above  water;  317.1  cubic  yards 
excavation   below   water;    427.9    cubic   yards   concrete   masonry;    3.56 


FINDINGS   APPLICABLE    TO   O.  R.  &  N.  CO.  ggY 

cubic  yards  cut  stone,  and  223,210  lbs.  of  steel,  and  153  lineal  feet 
of  floor  system. 

Bridge  A-98,  same  being  a  14-foot  steel  "I"  beam,  with  concrete 
abutments,  construction  of  same  requiring  35  cubic  yards  excavation 
above  water;  91  cubic  yards  excavation  below  water;  64.82  cubic  yards 
concrete  masonry;  1.66  cubic  yards  cut  stone;  4,750  lbs.  steel,  and 
17  lineal  feet  of  floor  system. 

Bridge  A-112,  same  being  a  14-foot  steel  "I"  beam,  with  concrete 
abutments,  the  construction  of  same  requiring  70  cubic  yards  excava- 
tion above  water;  51  cubic  yards  excavation  below  water;  67.02  cubic 
yards  concrete  masonry;  1.66  cubic  yards  cut  stone;  4,750  lbs.  steel, 
and  17  lineal  feet  floor  system. 

Bridge  AlOl^,  same  being  a  20-foot  steel  "I"  beam,  with  concrete 
abutments,  the  construction  of  same  requiring  80  cubic  yards  excava- 
tion above  water;  87.04  cubic  yards  concrete  masonry;  11,733  lbs.  steel, 
and  23  lineal  feet  floor  system. 

Bridge  A-117i^,  same  being  a  50-foot  through  plate  girder,  with 
concrete  abutments  the  construction  of  same  requiring  114  cubic  yards 
excavation  above  water;  70  cubic  yards  excavation  below  water;  97.36 
cubic  yards  concrete  masonry;  1.66  cubic  yards  cut  stone;  68,470  lbs. 
steel  and  53  lineal  feet  floor  system. 

Bridge  A-109,  same  being  a  65-foot  through  plate  girder,  with 
concrete  abutments,  the  construction  of  same  requiring  181  cubic 
yards  excavation  above  water;  149.82  cubic  yards  concrete  masonry; 
1.66  cubic  yards  cut  stone;  114,146  lbs.  steel,  and  69  lineal  feet  floor 
system. 

Bridge  A-120,  same  being  a  14-foot  steel  "I"  beam,  with  concrete 
abutments,  the  construction  of  same  requiring  122  cubic  yards  exca- 
vation above  water;  67.51  cubic  yards  concrete  masonry;  5,614  lbs. 
steel,  and  17  lineal  feet  floor  system;  28,719  feet  board  measure  tim- 
ber in  culverts;  and  wooden  boxes  60  feet  of  12-inch  cast  iron  pipe; 
72  feet  of  16-inch  cast  iron  pipe;  312  feet  of  18-inch  cast  iron  pipe; 
312  feet  of  20-inch  cast  iron  pipe;  426  feet  of  24-inch  cast  iron  pipe;  72 
feet  of  36-inch  cast  iron  pipe;  278  feet  of  6-inch  vitrified  pipe;  74 
feet  of  12-inch  vitrified  pipe;  60  feet  of  18-inch  corrugated  steel  pipe; 
120  feet  of  24-inch  corrugated  steel  pipe;  72  feet  of  36-inch  corrugated 
steel  pipe. 

That  subsequent  to  the  construction  there  has  been  10,185  cubic 
yards  of  earth  used  in  filling  bridges  and  trestles,  which  is  not  in- 
cluded in  the  grading  quantities.  That  in  order  to  reproduce  said 
portion  of  said  line,  including  the  side  tracks  it  would  be  necessary  to 
lay  87,925  ties. 

That  to  reproduce  the  said  portion  of  said  line,  including  side  tracks 
it  would  be  necessary  to  lay  2,875.16  tons  of  steel  rails,  the  rails 
requiring  390,549  lbs.  splices,  37,096  lbs.  of  bolts,  189,552  lbs.  of  spikes, 
28,838  rail  braces,  and  3,600  lbs.  of  nut  locks,  and  frogs  and  switches, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  are 
estimated  to  cost  the  sum  of  2,312.00  in  place. 


268  RAILROAD   COMMISSION    OF    WASHINGTON 

That  to  reproduce  that  portion  of  said  line,  in  its  present  con- 
dition it  would  be  necessary  to  ballast  with  earth  2.4  miles,  which 
abuttments,  the  construction  ot  same  requiring  80  cubic  yards  excava- 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated 
to  cost  the  sum  of  $600  per  mile,  and  it  would  be  necessary  to  ballast 
with  gravel  25.1  miles,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  is  estimated  to  cost  $1,100  per  mile. 

That  to  reproduce  that  portion  of  the  line,  in  its  present  condi- 
tion it  would  be  necessary  to  lay  29.92  miles  of  track,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
$700  per  mile. 

That  it  would  be  necessary  in  order  to  reproduce  said  line,  in  its 
present  condition  to  construct  50.5  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards,  and  signs  along  the  line  would 
cost,  at  present  price  to  reproduce  new  the  sum  of  $1,320.62. 

That  to  reproduce  said  portion  of  said  line  it  would  be  necessary 
to  install  3  train  order  signals,  at  an  estimated  cost  of  $225  each. 

That  the  interests  of  the  Oregon  Railroad  and  Navigation  Com- 
pany in  the  telegraph  lines  along  said  line  would  cost  to  reproduce 
the  same  new  the  sum  of  $830.22. 

That  the  station  buildings  along  said  line  consist  of  6,611  square 
feet  floor  area  of  O.  R.  &  N  standard  one-story  frame  stations,  and 
9,653  square  feet  of  station  platforms,  and  the  furniture  and  fixtures 
in  said  station  buildings  for  the  purpose  of  reproduction  are  esti- 
mated to  cost  new  $876.00. 

That  in  order  to  reproduce  the  water  stations  along  said  portion 
of  said  line  new,  it  would  cost  the  sum  of  $5,499.00. 

That  the  storage  warehouses  along  said  line  consist  of  9,800  square 
feet  floor  area  and  that  the  miscellaneous  structures  along  said  line 
of  2,244  square  feet  floor  area  of  O.  R.  &  N.  standard  White  section 
houses;  ,294  square  feet  floor  area  of  O.  R.  &  N.  standard  Chinese 
section  houses;  1,016  square  feet  floor  area  of  tool,  coal  and  mis- 
cellaneous sheds,  496  square  feet  floor  area  of  water  closets;  192 
square  feet  floor  area  of  oil,  sand  and  pump  houses;  7,000  square 
feet  of  miscellaneous  platforms;  14,904  square  feet  of  O.  R.  &  N. 
standard  stock  yards;  and  48  water  barrels. 

No.  7. 

That  that  portion  of  the  main  track  and  line  of  the  Oregon  Rail- 
road and  Navigation  Company  in  Washington,  extending  from  Farm- 
ington  to  Rockford,  a  distance  of  33.8  miles  in  length  was  constructed 
by  the  Washington  and  Idaho  Railroad  Company,  a  subsidiary  cor- 
poration of  the  Oregon  Railway  and  Navigation  Company,  in  the  year 
1888. 

That  it  cost  said  Washington  and  Idaho  Railroad  Company  to  con- 
struct said  line,  approximately  $562,086.93,  and  the  same  has  cost  the 
Washington  and  Idaho  Railroad  Company  and  the  Oregon  Railroad 
and   Navigation   Company,   exclusive  of  discount   and  equipment   and 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CO.  ggQ 


interest  during  construction  down  to  the  30th  day  of  June,  1907,  the 
sum  of  $693,877.56. 

That  upon  the  completion  of  said  road  by  the  Washington  and 
Idaho  Railroad  Company  th^y  issued  their  mortgage  bonds  for  the 
sum  of  $30,000  per  mile,  and  transferred  the  same  to  the  Oregon  Rail- 
way and  Navigation  Company,  the  capital  stock  of  said  railroad  was 
also  delivered  to  the  Oregon  Railway  and  Navigation  Company  and 
upon  re-construction  of  said  company  the  Oregon  Railroad  and  Navi- 
gation Company  became  the  owner  of  said  lines. 

That  in  order  to  reproduce  the  grading  on  the  said  line,  in  its 
present  condition,  it  would  be  necessary  to  move  433,912  cubic  yards 
of  earth  a  distance  of  not  to  exceed  300  feet;  395  cubic  yards  of  loose 
rock  a  distance  of  not  to  exceed  300  feet;  26,973  cubic  yards  of  solid 
rock  a  distance  of  not  to  exceed  300  feet;  20,452  cubic  yards  of  ce- 
mented gravel  a  distance  of  not  to  exceed  300  feet,  and  1,784  cubic 
yards  of  shell  rock  a  distance  of  not  to  exceed  300  feet,  and  of  the 
quantities  above  mentioned  it  would  be  necessary  to  move  an  equiva- 
lent of  127,931  cubic  yards  a  distance  of  100  feet  in  excess  of  said 
300  foot  free  haul  allowance.  It  would  be  necessary  to  place  1,001 
cubic  yards  of  riprap. 

That  it  would  be  necessary  to  clear  30.86  acres,  which  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $50 
per  acre. 

That  it  would  be  necessary  to  grub  83  stations  which  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $15 
per  station. 

That  along  said  portion  of  said  line  there  is  now  7,470  lineal  feet 
of  said  track,  the  grading  for  which  side  track  is  not  included  in  the 
quantities  above  mentioned,  which  for  the  purpose  of  ascertaining  the 
cost  of  reproduction  is  estimated  to  cost  40c  per  lineal  foot. 

That  since  the  construction  of  said  road  the  grade  and  banks  have 
been  widened  necessitating  the  placing  of  49,261  cubic  yards  of  mater- 
ial, which  material  has  not  been  included  in  the  grading  quantities 
above  mentioned,  and  to  reproduce  said  line  the  same  should  be  in- 
cluded. That  to  reproduce  the  bridges,  trestles  and  culverts  on  said 
line  it  would  be  necessary  to  construct  510  lineal  feet  of  pile  bridges, 
374  lineal  feet  frame  trestles. 

Bridge  A-175,  same  being  a  14-foot  steel  "I"  beam,  with  concrete 
abutments  the  construction  of  same  requiring  87  cubic  yards  exca- 
vation above  water;  44  cubic  yards  excavation  below  water;  68.33  cubic 
yards  concrete  masonry;  1.66  cubic  yards  cut  stone;  5,614  lbs.  steel, 
and  17  lineal  feet  of  floor  system. 

Bridge  A-138,  same  being  a  20-foot  steel  "I"  beam,  with  concrete 
abutments,  the  construction  of  same  requiring  14  cubic  yards  exca- 
vation above  water;  82  cubic  yards  excavation  below  water;  85.12  cubic 
yards  concrete  masonry;  1.66  cubic  yards  cut  stone;  11,636  lbs.  steel, 
and  23  lineal  feet  of  floor  system. 

Bridge  A-185,  same  being  an  80-foot  through  plate  girder,  with  con- 


270  RAILROAD    COMMISSION    OF    WASHINGTON 

Crete  abutments,  the  construction  of  same  requiring  240  cubic  yards 
excavation  above  water;  133  cubic  yards  excavation  below  water; 
418.50  cubic  yards  concrete  masonry;  266  cubic  yards  cut  stone; 
145,293  lbs.  steel,  and  83  lineal  feet  of  floor  system. 

Bridge  A-146,  same  being  an  80-foot  through  plate  girder,  with 
concrete  abutments,  the  construction  of  same  requiring  287  cubic 
yards  excavation  above  water;  178  cubic  yards  excavation  below 
water;  442.69  cubic  yards  concrete  masonry;  2.66  cubic  yards  cut 
stone;  146,157  lbs.  steel,  and  83  lineal  feet  floor  system. 

Bridges  A-144  and  A-145,  the  same  consisting  of  two  80-foot  deck 
plate  girders,  and  4  concrete  abutments,  the  construction  of  which 
would  require  1,333  cubic  yards  of  excavation  above  water;  705  cubic 
yards  of  excavation  below  water;  1,967.14  yards  of  concrete  masonry; 
5.32  cubic  yards  of  cut  stone;  208,420  pounds  of  steel  and  164  lineal 
feet  of  floor  system;  54,804  feet  board  measure  timber  in  culverts; 
and  wooden  boxes;  156  lineal  feet  of  12-inch  cast  iron  pipe;  48  feet 
of  16-inch  cast  iron  pipe;  536  feet  of  18-inch  cast  iron  pipe;  1,580 
feet  of  20-inch  cast  iron  pipe;  2,454  feet  of  24-inch  cast  iron  pipe;  132 
feet  of  30-inch  cast  iron  pipe;  126  feet  of  36-inch  cast  iron  pipe;  48 
feet  of  18-inch  corrugated  steel  pipe;  96  feet  of  36-inch  corrugated 
steel  pipe. 

That  subsequent  to  the  construction  there  has  been  moved  and 
used  in  filling  the  bridges  105,825  cubic  yards  of  material,  which  is 
not  included  in  the  grading  quantities  showed  above,  and  which  should 
be  included  in  the  estimate  of  the  cost  of  reproduction. 

That  in  order  to  reproduce  the  said  portion  of  said  line,  including 
the  side  tracks,  it  would  be  necessary  to  lay    117,280  ties. 

That  in  order  to  reproduce  said  portion  of  said  line,  including  side 
tracks,  it  would  be  necessary  to  lay  4443.83  tons  of  rails,  that  said  rails 
require  828,455  pounds  of  splices,  59,148  pounds  of  bolts,  252,512  pounds 
of  spikes,  164,918  heavy  tie  plates,  7,650  rail  braces,  and  4,520  pounds 
of  nut  locks  and  frogs  and  switches,  which  for  the  purpose  of  ascertain- 
ing the  cost  of  reproduction  are  estimated  to  cost  |8,150.00  in  place. 

That  to  reproduce  said  portion  of  said  line,  in  its  present  condition, 
it  would  be  necessary  to  ballast  with  gravel  4.32  miles,  which  for  the 
purpose  of  reproduction,  is  estimated  to  cost  $1,100  per  mile;  and  it 
would  be  necessary  to  ballast  with  tailings  29.42  miles,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$1,500  per  mile. 

That  to  reproduce  that  portion  of  said  line,  in  its  present  condition, 
it  would  be  necessary  to  lay  40.27  miles  of  track,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost  $700 
per  mile. 

That  in  order  to  reproduce  said  line,  in  its  present  condition,  it 
would  be  necessary  to  lay  tie  plates,  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  labor  therefor  is  estimated  to  cost  $2,474. 

That  it  would  be  necessary,  in  order  to  reproduce  said  line  in  its 
present  condition,  to  construct  60.5  miles  of  barbed  wire  fence. 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CD.  271 

That  the  crossings,  cattle  guards,  and  signs  along  the  line  would 
cost  at  present  prices  to  reproduce  new,  $2,205.25. 

That  to  reproduce  said  portion  of  said  line  it  would  be  necessary 
to  install  four  train  order  signals,  at  an  estimated  cost  of  $225  each. 

That  the  interests  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  line  would  cost  to  reproduce  the 
same  new  the  sum  of  $1,018.91. 

That  the  station  buildings  along  said  line  consist  of  5,469  square 
feet  of  floor  area  of  O.  R.  &  N.  standard  two  story  station  buildings, 
1,517  square  feet  floor  area  of  O.  R.  &  N.  standard  one  story  frame 
station  buildings;  15,970  square  feet  floor  area  of  station  platforms, 
and  the  fixtures  and  furniture  in  said  building  for  the  purpose  of  "re- 
production are  estimated  to  cost  the  sum  of  $1,387.00. 

That  the  shops,  round  houses  and  turn  tables  along  said  portion  of 
said  line  consist  of  5,866  square  feet  floor  area  of  frame  shops;  one 
6  stall  frame  engine  house;  one  60-foot  steel  turn  table,  which  for 
the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to 
cost  $3,000. 

That  to  reproduce  said  water  stations  along  said  line  new,  it  would 
cost  $8,288.00. 

That  to  reproduce  the  fuel  stations  along  said  portion  of  said  line 
it  would  be  necessary  to  construct  a  10-pocket  coal  chute,  which  for 
the  purpose  of  reproduction  is  estimated  to  cost  $8,000.00. 

That  the  miscellaneous  structures  along  said  line  consist  of  3,715 
square  feet  floor  area  of  O.  R.  &  N.  standard  White  section  houses, 
2,134  square  feet  Chinese  section  houses;  1,450  square  feet  of  freight 
sheds;  1,528  square  feet  of  offices  and  dwellings;  2,784  square  feet  of 
tool,  coal  and  miscellaneous  sheds;  615  square  feet  of  water  closets; 
9o2  square  feet  floor  area  of  oil,  sand  and  pump  houses;  12,000  square 
feet  of  miscellaneous  platforms;  912  square  feet  floor  area  of  ice 
houses;  13,136  square  feet  of  O.  R.  &  N.  standard  stock  yards;  one 
set  of  80-ton  track  scales;  1  mail  crane,  and  43  water  barrels  and 
fire  protection,  which  for  the  purpose  of  ascertaining  the  cost  of  re- 
production is  estimated  to  cost  the  sum  of  $520. 

No.  8. 

That  that  portion  of  the  main  line  and  track  of  the  Oregon  Railroad 
&  Navigation  Company  extending  from  Rockford  to  Spokane,  a  dis- 
tance of  26.9  miles  in  length,  was  constructed  by  the  Washington  & 
Idaho  Railroad  Company  about  the  year  1889. 

That  said  road  cost  the  said  Washington  &  Idaho  Railroad  Company 
to  construct  the  same  approximately  the  sum  of  $629,215.95,  and  the 
said  portion  of  said  line,  including  betterments  and  improvements, 
has  cost  in  cash  down  to  the  30th  day  of  June,  1907,  the  sum  of 
$871,339.50. 

That  immediately  after  the  completion  of  said  portion  of  said  line, 
and  about  the  year  1889,  the  said  Washington  &  Idaho  Railroad  Com- 
pany issued  its  mortgage  bonds  against  said  portion  of  said  line  for 


272  RAILROAD    COMMISSION    OF    WASHINGTON 

the  sum  of  $30,000  per  mile,  and  delivered  the  same  to  the  Oregon 
Railway  &  Navigation  Company.  The  said  portion  of  said  line  was 
constructed  with  funds  furnished  the  Washington  &  Idaho  line  by  the 
Oregon  Railway  &  Navigation  Company.  The  Oregon  Railroad  &  Nav- 
igation Company  now  own  said  line. 

That  to  reproduce  the  grading  on  said  portion  of  said  line,  in  its 
present  condition,  it  would  be  necessary  to  move  295,777  cubic  yards 
of  earth  a  distance  of  not  to  exceed  300  feet;  35,709  cubic  yards  of  loose 
rock  a  distance  of  not  to  exceed  300  feet;  65,347  cubic  yards  of  solid 
rock  a  distance  of  not  to  exceed  300  feet,  82,171  yards  of  cement 
gravel  a  distance  of  not  to  exceed  300  feet,  and  of  the  quantities  above 
mentioned  it  would  be  necessary  to  move  an  equivalent  of  424,148  cubic 
yards  a  distance  of  100  feet  in  excess  of  said  300  feet  free  haul  allow- 
ance.    It  would  be  necessary  to  place  1,628  cubic  yards  of  riprap. 

That  it  would  be  necessary  to  clear  239.26  acres,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated  to  cost 
$50  per  acre;  it  would  be  necessary  to  grub  431  stations,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
$lou  per  station. 

That  along  said  line  there  is  now  16,077  lineal  feet  of  side  track, 
not  included  in  the  grading  quantities  above  mentioned,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction,  such  grading  is  esti- 
mated to  cost  40  cents  per  lineal  foot. 

That  since  constructing  such  road  the  banks  and  grades  have  been 
widened,  necessitating  the  placing  of  38,314  cubic  yards  of  material, 
which  is  not  included  in  the  grading  quantities  above  mentioned. 

That  in'  order  to  reproduce  the  bridges,  trestles  and  culverts  on 
said  portion  of  said  line,  it  would  be  necessary  to  construct  510  lineal 
feet  of  pile  bridges;  80  lineal  feet  of  frame  trestles;  336  lineal  feet  of 
combination  pile  and  frame  bridges;  bridge  A  206,  the  same  being 
over  the  Spokane  River,  consists  of  3  one  hundred  and  fifty-foot  truss; 
one  65-foot  deck  plate  girder;  and  one-  35- foot  deck  plate  girder;  2 
concrete  abutments  and  4  concrete  piers,  the  construction  of  said 
bridge  requiring  812  cubic  yards  of  excavation  above  water;  57  cubic 
yards  of  excavation  below  water;  852.2  cubic  yards  of  concrete  mas- 
onry; 1.3  cubic  yards  of  cut  stone;  1,187,511  pounds  of  steel,  and  550 
lineal  feet  of  floor  system;  bridge  A  201,  the  same  being  a  20-foot 
I  beam  with  2  concrete  abutments,  the  construction  of  same  requiring 
113  cubic  yards  excavation  above  water;  104.94  cubic  yards  concrete 
masonry;  13,286  pounds  of  steel,  and  23  lineal  feet  of  floor  system; 
58,189  feet  board  measure  timber  in  culverts  and  wooden  boxes;  462 
lineal  feet  of  18-inch  cast  iroji  pipe;  192  lineal  feet  of  20-inch  cast 
iron  pipe;  1,440  lineal  feet  of  24-inch  cast  iron  pipe;  480  lineal  feet 
of  30-inch  cast  iron  pipe;  168  feet  of  36-inch  cast  iron  pipe;  72 
feet  12-inch  corrugated  steel  pipe;  46  feet  18-inch  corrugated  steel 
pipe,  and  36  feet  30-inch  corrugated  steel  pipe  and  49.5  cubic  yards 
stone  masonry  in  culverts,  concrete  arch  culverts,  the  construction 
of  same   requiring  1,052   cubic  yards  excavation  above   water;    1,193 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  273 


cubic  yards  excavation  below  water;  3,071.48  cubic  yards  concrete 
masonry  and  11  cubic  yards  stone  paving. 

That  subsequent  to  construction  there  has  been  308,845  cubic  yards 
of  material  used  in  filling  bridges  and  trestles,  which  is  not  included 
in  the  grading  quantities  above  mentioned. 

That  to  reproduce  said  portion  of  said  line,  including  side  tracks, 
it  would  be  necessary  to  lay  90,049  ties. 

That  to  reproduce  said  portion  of  said  line  including  side  tracks, 
it  would  be  necessary  to  lay  3,534.61  tons  of  steel  rails,  the  same 
requiring  701,437  pounds  of  splices;  47,263  pounds  of  bolts;  194,060 
pounds  of  spikes;  157,800  heavy  tie  plates;  2,782  rail  braces  and 
3,160  pounds  of  nut  locks,  and  frogs  and  switches  are  estimated  at  a 
cost  of  $4,765.00  in  place. 

That  to  reproduce  that  portion  of  said  line,  in  its  present  condition 
it  would  be  necessary  to  ballast  with  gravel  25.47  miles,  which  for 
the  purpose  of  reproduction  the  same  is  estimated  to  cost  $1,100.00  per 
mile,  and  to  ballast  with  tailing  1.25  miles,  which  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $1,500  per 
mile. 

That  to  reproduce  that  portion  of  the  line,  in  its  present  condition,, 
it  would  be  necessary  to  lay  30.82  miles  of  track,  which  for  the  pur- 
pose of  ascertaining  the  cost  of  reproduction  is  estimated  at  $700 
per  mile. 

That  to  reproduce  said  line  it  would  be  necessary  to  lay  tie  plates, 
the  labor  therefor  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction is  estimated  at  $2,367.00 

That  it  would  be  necessary  in  order  to  reproduce  said  line  in  its 
present  condition  to  construct  44.5  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  line  would 
cost  at  the  present  prices  to  reproduce  new  the  sum  of  $2,525.50. 

That  in  order  to  reproduce  the  said  portion  of  said  line  it  would 
be  necessary  to  install  train  order  signals  at  a  cost  of  $225,  and  1 
block  signal  at  a  total  cost  of  $949.00;  and  2  interlocking  plants,  at 
a  total  cost  of  $18,399.15. 

That  the  interests  of  the  Oregon  Railroad  and  Navigation  Company 
in  the  telegraph  lines  along  that  portion  of  said  line  would  cost  to 
reproduce  the  same  new  the  sum  of  $812.67. 

That  the  station  buildings  along  that  portion  of  said  line,  consist 
of  1,104  square  feet  floor  area  of  O.  R.  &  N.  standard  one-story  frame 
station;  685  square  feet  of  station  platform  and  the  furniture  and 
fixtures  for  said  station  buildings  for  the  purpose  of  reproduction  is 
estimated  to  cost  the  sum  of  $1,160.50. 

That  to  reproduce  the  water  stations  along  said  portion  of  said 
line  would  cost  $3,975.00. 

That  the  miscellaneous  structures  alone:  said  line  consist  of  683 
square  feet  floor  area  of  O.  R.  &  N,  standard  white  section  houses; 
682  square  feet  of  O.  R.  &  N  standard  Chinese  section  houses;  1,412 
18— A 


274  RAILROAD    COMMISSION    OF    WASHINGTON 


square  feet  floor  area  of  freight  sheds;  1,200  square  feet  floor  area 
of  offices  and  dwellings;  1,448  square  feet  floor  area  of  tool,  coal  and 
miscellaneous  sheds;  240  square  feet  of  water  closets;  1,292  square 
feet  floor  area  of  oil,  sand  and  pump  houses;  3,690  square  feet  of 
miscellaneous  platforms;  4,154  square  feet  of  O.  R.  &  N.  standard 
stock  yards;  one  set  of  SO-ton  track  scales,  2  mail  cranes,  and  63 
water  barrels. 

No.  9. 

That  that  portion  of  the  main  line  and  track  of  the  Oregon  Rail- 
road and  Navigation  Company  in  Washington,  extending  from  Winona 
to  Seltice  and  being  47.95  miles  in  length  was  constructed  by  the 
Oregon  Railway  Extension  Company  in  the  year  1888,  at  a  total  cost 
to  said  Oregon  Railway  Extension  Company  of  $835,843.69. 

That  said  Oregon  Railway  Extension  Company  was  a  subsidiary 
corporation  of  the  Oregon  Railway  and  Navigation  Company  and  con- 
structed said  line  with  funds  furnished  it  from  the  treasury  of  the 
Oregon  Railway  and  Navigation  Company. 

That  immediately  after  constructing  this  line  for  the  price  afore- 
said, the  Oregon  Railway  Extension  Company  caused  their  mortgage 
bonds  to  be  issued  against  said  property  for  the  sum  of  $22,000  per 
mile,  or  a  total  of  $1,056,000,  which  bonds  it  immediately  deposited 
with  the  Oregon  Railway  and  Navigation  Company. 

That  the  Oregon  Railroad  and  Navigation  Company,  upon  re- 
organization, became  the  owner  of  the  capital  stock  and  owner  of  the 
said  line,  and  is  now  such  owner. 

That  the  total  cost  of  said  portion  of  said  line,  including  improve- 
ments and  betterments  down  to  and  including  the  30th  day  of  June, 
1907,  was  the  sum  of  $894,345.27. 

That  in  order  to  reproduce  the  grading  on  such  portion  of  said 
road  in  its  present  condition  it  would  be  necessary  to  move  866,476 
cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet;  8,376  cubic 
yards  of  loose  rock  a  distance  of  not  to  exceed  300  feet;  17,674  cubic 
yards  of  solid  rock  a  distance  of  not  to  exceed  300  feet;  78,809  cubic 
yards  of  cemented  gravel  a  distance  of  not  to  exceed  300  feet,  and 
of  the  quantities  above  mentioned  it  would  be  necessary  to  move  an 
equivalent  of  770,417  cubic  yards  a  distance  of  100  feet  in  excess  of 
said  300  feet  free  haul  allowance.  It  would  be  necessary  to  place 
6,797  cubic  yards  of  riprap;  it  would  be  necessary  to  clear  15.75  acres, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  esti- 
mated to  cost  $50  per  acre;  and  it  would  be  necessary  to  grub  30 
stations,  which  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion is  estimated  to  cost  $15  per  station. 

That  along  said  line  there  is  now  6,944  lineal  feet  of  side  track, 
the  grading  of  which  is  not  included  in  grading  quantities  above  men- 
tioned, which  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
is  estimated  to  cost  40c  per  lineal  foot. 

That  since  the  original  construction  of  said  road  the  grade  and 
banks  have  been  widened  necessitating  the  placing  of  68,966   cubic 


FINDINGS   APPLICABLE    TO    O.  R.  &  N.  CO.  ^75* 

yards  of  material,  which  is  not  included  in  the  grading  quantities 
above  mentioned. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  2,078  lineal  feet  of  pile  bridges, 
and  48  lineal  feet  of  frame  trestles,  and  109  lineal  feet  of  pile  approach 
bridge  number  C  3,  the  same  being  a  150-foot  through  Pratt  truss, 
with  1  concrete  abutment  and  1  concrete  pier,  the  construction  of 
said  bridge  requiring  100.15  cubic  yards  of  excavation  above  water; 
and  531  cubic  yards  of  excavation  below  water;  447.3  cubic  yards  of 
concrete  masonry;  3.56  cubic  yards  of  cut  stone;  200,045  pounds  of 
steel;  153  lineal  feet  of  floor  system;  48,883  feet  board  measure 
timber  in  culverts  and  wooden  boxes;  996  feet  of  18-inch  cast  iron 
pipe;  1,212  feet  of  20-inch  cast  iron  pipe;  2,355  feet  of  24-inch  cast  iron 
pipe;  144  feet  of  30-inch  cast  iron  pipe;  300  feet  of  36-inch  cast  iron 
pipe;  216  feet  of  18-inch  corrugated  steel  pipe;  192  feet  of  24-inch  cor- 
rugated steel  pipe;   and  48  feet  of  36-inch  corrugated  steel  pipe. 

That  since  the  construction  of  said  portion  of  said  line  there  has 
been  18,850  cubic  yards  of  material  used  in  filling  bridges  and 
trestles,  which  material  is  not  included  in  the  grading  quantities  above 
set  out. 

That  to  reproduce  said  line,  including  the  side  tracks  along  the 
same  it  would  be  necessary  to  lay  154,416  ties. 

That  to  reproduce  said  line,  in  its  present  condition,  including  the 
side  tracks  along  the  said  line,  it  would  be  necessary  to  lay  5,136.11 
tons  of  steel  rails,  the  same  requiring  746,308  pounds  of  splices;  64,397 
pounds  of  bolts;  332,864  pounds  of  spikes;  49,300  heavy  tie  plates; 
32,457  rail  braces,  and  5,840  pounds  nut  locks;  and  frogs  and  switches, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  are 
estimated  at  a  cost  of  $4,765  in  place. 

That  to  reproduce  the  ballast  on  said  line  it  would  be  necessary 
to  ballast  with  earth  30.82  miles,  which  for  the  purpose  of  ascertain- 
ing the  cost  of  reproduction  is  estimated  to  cost  $600  per  mile;  and 
to  ballast  with  gravel  17.13  miles,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $1,100  per  mile. 

That  to  reproduce  the  line  it  would  be  necessary  to  lay  52.59  miles 
of  track,  which  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion is  estimated  to  cost  $700  per  mile,  and  it  would  be  necessary  to 
place  tie  plates  along  said  line,  the  labor  for  which  is  estimated  to 
cost  $739. 

That  it  would  be  necessary  to  reproduce  said  line,  in  its  present 
condition,  to  construct  91.5  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  line  would 
cost,  at  present  prices,  to  reproduce  new  the  sum  of  $2,268.30. 

That  the  interests  of  the  Oregon  Railroad  and  Navigation  Com- 
pany, in  the  telegraph  lines  along  said  portion  of  said  line  woula  cost 
to  reproduce  new  the  sum  of  $1,447.61. 

That  the  station  buildings  along  said  line  consist  of  5.992  square 


276  RAILROAD    COMMISSION    OF   WASHINGTON 

feet  floor  area  of  O.  R.  &  N.  standard  one-story  frame  station;  7,167 
square  feet  floor  area  of  station  platform;  and  the  furniture  and  fix- 
tures new  for  such  station  buildings  are  estimated  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  to  cost  the  sum  of  $772.50. 

That  to  reconstruct  new  the  water  stations  along  said  portion  of 
said  line  would  cost  the  sum  of  $8,468.00. 

That  the  miscellaneous  structures  along  said  line  consist  of  4,123 
square  feet  floor  area  of  O.  R.  &  N.  standard  white  section  houses; 
2,373  square  feet  floor  area  of  O.  R.  &  N.  standard  Chinese  section 
houses;  1,324  square  feet  floor  area  of  tool,  coal  and  miscellaneous 
sheds;  536  square  feet  floor  area  of  water  closets;  504  square  feet 
floor  area  of  oil,  sand  and  pump  houses;  6,529  square  feet  of  miscel- 
laneous platforms;  10,912  square  feet  of  O.  R.  &  N.  standard  stock 
yards,  and  70  water  barrels. 

BRANCH  LINES. 

That  in  addition  to  the  foregoing  main  lines  of  the  Oregon  Rail- 
road &  Navigation  Company,  in  the  State  of  Washington,  it  owns 
and  operates  the  branch  lines  hereinafter  set  out. 

No.  10. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  in  Washington,  extending  from  Walla  Walla  to 
the  Oregon,  Washington  state  line,  and  being  4.58  miles  in  length, 
was  constructed  by  the  Oregon  Railway  &  Navigation  Company  in 
1883,  and  cost  said  Oregon  Railway  &  Navigation  Company  and  the 
Oregon  Railroad  &  Navigation  Company,  including  betterments  and 
improvements  down  to  the  30th  day  of  June,  1907,  the  sum  of 
$88,138.92. 

That  in  order  to  reproduce  the  grading  on  said  portion  of  said 
line  in  its  present  condition,  it  would  be  necessary  to  move  47,503 
cubic  yards  of  earth,  a  distance  of  not  to  exceed  300  feet;  14,189 
cubic  yards  of  boulder  gravel  a  distance  of  not  to  exceed  300  feet; 
and  of  the  quantities  above  mentioned  it  would  be  necessary  to  move 
an  equivalent  of  61,692  cubic  yards  a  distance  of  100  feet  in  excess 
of  said  300-foot  free  haul  allowance. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line, 
it  would  be  necessary  to  construct  352  lineal  feet  of  pile  bridges; 
144  feet  of  frame  trestles;  1,760  feet  B.  M.  timber  in  wooden  boxes; 
36  feet  of  20-inch  cast  iron  pipe;  24  feet  of  24-inch  cast  iron  pipe; 
and   24   feet  of  18-inch   corrugated   steel   pipe. 

That  subsequent  to  the  construction  of  the  road  there  has  been 
moved  and  used  in  filling  bridges  2,730  cubic  yards  of  material,  which 
is  not  included  in  the  grading  quantities  shown  above  and  which 
should  be  included  in  the  estimate  of  the  cost  of  reproduction. 

That  to  reproduce  the  said  line,  including  side  tracks  along  the 
same,  it  would  be  necessary  to  lay  13,579  ties. 


FINDINGS   APPLICABLE    TO    O.  R.  &  N.  CO.  g7>7 

That  to  reproduce  the  said  line  it  would  be  necessary  to  lay  431.85 
tons  of  steel  rails;  the  same  requiring  58,099  pounds  of  splices;  5,282 
pounds  bolts;  29,285  pounds  of  spikes;  1,460  rail  braces,  and  820 
pounds  of  nut  locks. 

That  to  reproduce  the  ballasting  on  said  line  it  would  be  neces- 
sary to  ballast  with  earth  4.58  miles,  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction,  is  estimated  to  cost  $600.00  per  mile. 

That  to  reproduce  the  line  it  would  be  necessary  to  lay  4.58  miles 
of  track,  which  for  the  purpose  of  ascertaining  the  cost  of  reproduc- 
tion is  estimated  to  cost  $700.00  per  mile. 

That  it  would  be  necessary,  in  order  to  reproduce  said  line,  in  its 
present  condition,  to  construct  ten  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  said  line 
would  cost,  at  present  prices,  to  reproduce  new,  the  sum  of  $214.10. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  portion  of  said  line,  would  cost, 
to  reproduce  new,  the  sum  of  $138.27. 

That  to  reconstruct  new,  the  fuel  stations  along  the  said  portion  of 
said  line,  it  would  be  necessary  to  construct  one  10  pocket  coal  shute, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is 
estimated  to  cost  the  sum  of  $8,000.00. 

No.  11. 

That  that  portion  of  the  branch  line  in  Washington  extending 
from  Wallula  to  Walla  Walla,  consisting  of  31.2  miles,  was  constructed 
by  the  Walla  Walla  and  Columbia  River  Railroad  Company  about  the 
year  1873,  the  same  being  constructed  as  a  narrow  gauge  road;  that 
about  the  year  1881  the  Oregon  Railway  &  Navigation  Company  pur- 
chased said  line  and  converted  the  same  into  a  standard  guage  rail- 
road. That  in  the  construction  and  improvement  of  the  said  narrow 
guage  road  and  down  to  the  time  of  the  transfer  there  of  to  the  Ore- 
gon Railroad  &  Navigation  Company,  there  had  been  expended  in 
the  construction  and  equipment  thereof  the  sum  of  $286,874.76.  That 
since  the  acquisition  of  the  said  property  and  down  to  June  30th, 
1907,  the  Oregon  Railway  &  Navigation  Company  and  the  Oregon 
Railroad  &  Navigation  Company  have  expended  in  converting  the 
same  into  a  standard  guage  railroad  and  in  betterments  and  perma- 
nent improvements,  exclusive  of  equipment,  the  sum  of  $413,340.02, 
making  a  total  cost  for  said  road,  exclusive  of  equipment  of  the  sum  of 
$700,214.78. 

That  in  order  to  reproduce  the  grading  on  said  road  in  its  present 
condition,  it  would  be  necessary  to  move  391,047  cubic  yards  of  earth 
a  distance  of  not  to  exceed  300  feet;  11,165  cubic  yards  of  solid  rock 
a  distance  of  not  to  exceed  300  feet;  2,891  cubic  yards  of  cemented 
gravel  a  distance  of  not  to  exceed  300  feet;  and  of  the  quantities 
above   mentioned  it  would   be   necessary   to   move   an   equivalent  of 


278       •         RAILROAD  COMMISSION  OF  AVASHINGTON 

405,103  cubic  yards  a  distance  of  100  feet  in  excess  of  said  300-foot- 
free  haul  allowance. 

That  it  would  be  necessary  to  place  1,880  cubic  yards  of  riprap. 

That  along  said  line  there  is  now  4,312  lineal  feet  of  side  track, 
the  grading  for  which  is  not  included  in  the  grading  quantities  above 
mentioned,  which  grading  for  the  purpose  of  ascertaining  the  cost  of 
reproduction  is  estimated  to  cost  40  cents  per  lineal  foot. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  698  lineal  feet  of  pile  bridges; 
344  feet  of  frame  trestles;  96  feet  of  pile  approach;  one  108-foot 
Howe  Truss  bridge;  85,165  feet  B,  M.  timber  in  culverts  and  wooden 
boxes;  25  feet  of  12-inch  cast  iron  pipe;  48  feet  of  18-inch  cast  iron 
pipe;  682  feet  of  24-inch  cast  iron  pipe;  30  feet  of  6-inch  vitrified 
pipe;  66  feet  of  18-inch  vitrified  pipe;  36  feet  of  24-inch  corrugated 
steel  pipe,  and  32  feet  of  36-inch  corrugated  steel  pipe  and  small 
steel  irrigating  pipe,  which  last  item  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  in  place  the  sum  of 
$169.50;    and  21  cubic  yards  stone  masonry  in  culverts. 

That  subsequent  to  construction  there  has  been  11,387  cubic  yards 
of  earth  moved  and  used  in  filling  bridges  and  trestles  which  is  not 
included  in  said  grading  quantities  above  mentioned.  That  to  re- 
produce the  said  line,  including  the  side  tracks,  in  its  present  con- 
dition, it  would  be  necessary  to  lay  95,358  ties.  That  to  reproduce 
the  said  line,  including  the  side  tracks,  in  its  present  condition,  it 
would  be  necesary  to  lay  2,827.31  tons  of  steel  rails,  the  same  re- 
quiring 401,718  pounds  splices,  37,250  pounds  bolts,  205)844  pounds 
of  spikes,  16,420  rail  braces  and  3,840  pounds  of  nut  locks,  and 
frogs  and  switches,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  are  estimated  to  cost  $1,511.00  in  place. 

That  to  reproduce  the  ballast  on  said  line  it  would  be  necessary 
to  ballast  with  earth  31.05  miles,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $600  per  mile.  That  to 
reproduce  the  line  in  its  present  condition  it  would  be  necessary  to 
lay  32.27  miles  of  track,  which  for  the  purpose  of  ascertaining  the 
cost  of  reproduction  is  estimated  to  cost  the  sum  of  $700  per  mile. 

That  it  would  be  necessary  in  order  to  reproduce  the  said  line  in 
its  present  condition  to  construct  62  miles  of  barbed  wire  fence.  That 
the  crossings,  cattle  guards  and  signs  along  the  said  line  would  cost 
at  present  prices  to  reproduce  new  the  sum  of  $2,234.  That  the  in- 
terest of  the  Oregon  Railroad  &  Navigation  Company  in  the  telegraph 
lines  aloiig  the  said  line  would  cost  to  reproduce  new  the  sum  of 
$944.34. 

That  the  station  buildings  along  the  said  line  consist  of  384  square 
feet  floor  area  of  O.  R.  &  N.  standard  one-story  frame  station  build 
ings;  816  square  feet  floor  area  of  frame  station  platforms,  and  the 
furniture  and  fixtures  for  the  said  station  buildings,  which  furniture 
and  fixtures  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
are  estimated  at  a  cost  new  of  $458.     That  the  shops,  round  houses 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  279 


and  turn  tables  along  the  said  line  consist  of  384  square  feet  floor 
area  of  frame  shops.  That  the  water  stations  along  the  said  line 
would  cost  to  reproduce  new  the  sum  of  $2,823.  That  the  storage 
warehouses  along  the  said  line  consist  of  6,536  square  feet  of  frame 
warehouses. 

That  the  miscelaneous  structures  along  the  said  line  consist  of 
2,976  square  feet  floor  area  of  O.  R.  &  N.  standard  white  section 
houses;  1,808  square  feet  floor  area  of  O.  R.  &  N.  standard  Chinese 
section  houses;  904  square  feet  floor  area  of  tool,  coal  and  miscellane- 
ous sheds;  432  feet  floor  area  of  standard  water  closets;  733  square 
feet  of  standard  oil,  sand  and  pump  houses;  4,916  square  feet  of 
miscellaneous  platforms;  1,350  square  feet  of  standard  stockyards  and 
60    water    barrels. 

No.  12. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  extending  from  Fairfield  to  Waverly,  a  distance 
of  4.76  miles  in  length,  was  constructed  by  the  Oregon  Railroad  & 
Navigation  Company  in  the  year  1899,  at  a  total  cost,  including  better- 
ments and  improvements,  down  to  the  30th  day  of  June,  1907,  the 
sum  of  $51,691.63. 

That  in  order  to  reproduce  the  grading  on  the  said  line  in  its 
present  condition  it  would  be  necessary  to  move  72,583  cubic  yards 
of  earth  a  distance  of  300  feet;  3,123  cubic  yards  of  solid  rock  a  dis- 
tance of  not  to  exceed  300  feet;  2,067  cubic  yards  of  cemented  gravel 
a  distance  of  not  to  exceed  300  feet;  and  of  the  above  mentioned 
quantities  it  would  be  necessary  to  move  an  equivalent  of  52,669  cubic 
yards  a  distance  of  100  feet  in  excess  of  said  300-foot  haul  allowance. 

That  it  would  be  necessary  to  clear  10  acres,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  is  estimated  at  $50  per  acre. 

That  there  is  along  the  said  line  764  lineal  feet  of  side  tracks  the 
grading  of  which  is  not  included  in  the  grading  quantities  above 
mentioned,  and  which  for  the  purpose  of  ascertaining  the  cost  of 
reproduction  is  estimated  at  the  cost  of  40  cents  per  lineal  foot. 

That  to  reproduce  the  bridges,  trestles  and  culverts  along  the  said 
line  it  would  be  necessary  to  construct  594  lineal  feet  of  pile  approach; 
one  130-foot  Howe  Truss  bridge;  26,379  feet  B.  M.  timber  in  culverts 
and  wooden  boxes;   108  feet  of  16-inch  cast  iron  pipe. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition, 
including  side  tracks,  it  would  be  necessary  to  lay  17,993  ties. 

That  in  order  to  reproduce  the  said  line  in  its  .present  condition, 
including  side  tracks,  it  would  be  necessary  to  lay  548.30  tons  of 
steel  rails,  the  same  requiring  69,853  pounds  of  splices,  7,190  pounds 
of  bolts,  38,652  pounds  of  spikes,  4,816  rail  braces  and  580  pounds 
of  nut  locks,  and  frogs  and  switches  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  are  estimated  to  cost  $1,837,  in  place. 

That  to  reproduce  the  ballast  on  the  said  line  it  would  ne  necessary 
to  ballast  with  earth  4.76  miles,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $600  per  mile.     That  in 


280  RAILROAD    COMMISSION    OF    WASHINGTON 


order  to  reproduce  the  line  in  its  present  condition  it  would  be  neces- 
sary to  lay  6.14  miles  of  track,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  at  the  sum  of  $700  per  mile. 

That  it  would  be  necessary,  in  order  to  reproduce  the  said  line 
in  its  present  condition,  to  construct  8  miles  of  barbed  wire  fence. 
That  the  crossings,  cattle  guards  and  signs  along  the  line  would  cost 
at  present  prices  to  reproduce  new  the  sum  of  $363..  That  the  in- 
terest of  the  Oregon  Rairload  &  Navigation  Company  in  the  telegraph 
lines  along  the  said  branch  line  would  cost  to  reproduce  new  the 
sum   of  ^143.70. 

That  the  station  buildings  along  the  said  line  consist  of  1,560 
square  feet  floor  area  of  O.  R.  &  N.  standard  one-story  station  build- 
ings; 2,752  square  feet  floor  area  of  station  platforms,  and  furniture 
and  fixtures  for  the  said  station  buildings  would  cost  to  reproduce 
new  the  sum  of  $229. 

That  the  miscellaneous  structures  along  the  said  line  consist  of 
24  square  feet  floor  area  of  water  closets;  1,000  square  feet  floor  area 
of  miscellaneous  platforms;  3,200  square  feet  of  O.  R.  &  N.  standard 
stockyards;    one  set  of  80-ton  track  scales,  and  3  water  barrels. 

No.  13. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  in  the  state  of  Washington,  extending  from 
Tekoa  to  the  Idaho- Washington  state  line,  being  2.15  miles  in  length, 
was  constructed  by  the  Washington  «fe  Idaho  Railroad  Company  in 
the  year  1889,  at  a  total  cost  to  the  Idaho  &  Washington  Railroad 
Company,  the  Oregon  Railway  &  Navigation  Company,  and  the  Oregon 
Railroad  &  Navigation  Company,  down  to  the  30th  day  of  June,  1907, 
including  betterments  and  improvements,  of  the  sum  of  $66,070.95. 

That  upon  the  said  line  the  said  Washington  &  Idaho  Railroad 
Company  issued  its  bonds  to  the  amount  of  $30,000  per  mile  and  de- 
livered the  same  to  the  Oregon  Railway  &  Navigation  Company,  and 
the  Oregon  Railway  &  Navigation  Company  is  now  the  owner  of  the 
said  road. 

That  in  order  to  reproduce  the  grading  on  the  said  line  it  would 
be  necessary  to  move  37,581  cubic  yards  of  earth  a  distance  of  not 
to  exceed  300  feet;  3,296  cubic  yards  of  solid  rock  a  distance  of  not 
to  exceed  300  feet;  2,778  cubic  yards  of  cemented  gravel  a  distance 
of  not  to  exceed  300  feet;  and  281  cubic  yards  of  shell  rock  a  distance 
of  not  to  exceed  300  feet;  and  of  the  quantities  above  mentioned  it 
would  be  necessary  to  move  an  equivalent  of  9,800  cubic  yards  a 
distance  of  100  feet  in  excess  of  the  300-foot  free  haul  allowance. 

That  it  would  be  necessary  to  place  309  cubic  yards  of  riprap. 
That  it  would  be  necessary  to  clear  2.73  acres,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  is  estimated  at  $50  per  acre, 
and  to  grub  5  stations,  which  for  the  purpose  of  ascertaining  the 
cost  of  reproduction  is  estimated  at  $15  per  station. 

That  since  the  construction  of  the  said  road  the  grade  and  banks 


FINDINGS   APPLICABLE    TO   O.  R.  &  N.  CO.  ggx 


have  been  widened,  necessitating  the  placing  of  4,105  cubic  yards 
of  earth  which  is  not  included  in  the  grading  quantities  above  men- 
tioned. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  the  said 
branch  line  it  would  be  necessary  to  construct  bridge  No.  E  4,  the 
same  being  a  50-foot  through  plate  girder,  with  two  concrete  abut- 
ments, the  construction  of  same  requiring  43  cubic  yards  excavation 
above  water,  131  cubic  yards  excavation  below  water,  285.2  cubic 
yards  concrete  masonry,  1.66  cubic  yards  cut  stone,  68,431  pounds 
steel,  and  53  lineal  feet  of  floor  systems;  and  bridge  E  1,  being  a 
65-foot  through  plate  girder,  with  two  concrete  abutments,  the  con- 
struction of  same  requiring  112  cubic  yards  excavation  above  water, 
180  cubic  yards  excavation  below  water,  251.26  cubic  yards  concrete 
masonry,  166  cut  stone,  104,463  pounds  steel,  and  68  lineal  feet  floor 
system;  480  feet  B.  M.  timber  in  wooden  culverts;  114  feet  24inch 
cast  iron  pipe  and  48  feet  30-inch  cast  iron  pipe. 

That  since  the  construction  of  the  said  line  there  has  been  1,330 
cubic  yards  of  earth  used  in  filling  bridges  and  trestles  and  which 
is  not  included  in  the  grading  quantities  above  set  out. 

That  to  reproduce  the  said  line  in  its  present  condition  it  would 
be  necessary  to  lay  5,944  ties  and  202.72  tons  of  steel  rails,  the  same 
requiring  27,210  pounds  of  splices,  2,482  pounds  of  bolts,  13,756  pounds 
of  spikes,  1,440  rail  braces,  and  380  pounds  of  nut  locks. 

That  to  reproduce  the  ballast  on  the  said  branch  line  it  would 
be  necessary  to  ballast  with  tailings  2.15  miles,  which  ballast  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
the  sum  of  $1,500  per  mile. 

That  to  reproduce  the  line  in  its  present  condition  it  would  be 
necessary  to  lay  2.i6  miles  of  track,  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  is  estimated  to  cost  the  sum  of  $700 
per  mile. 

That  the  ties,  rails,  track  fastenings  and  frogs  and  switches  upon 
the  side  tracks  along  the  said  line,  said  side  tracks  being  in  the 
Tekoa  yards,  are  included  in  other  portions  of  the  said  line.  That 
in  order  to  reproduce  the  line  in  its  present  condition  it  would  be 
necessary  to  construct  4.30  miles  of  barbed  wire  fence.  That  the 
crossings,  cattle  guards  and  signs  along  the  line  would  cost  at  the 
present  prices  to  reproduce  the  same  new  the  sum  of  $59.50. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  line  along  the  said  branch  line  would  cost  to  re- 
produce the  same  new  the  sum  of  $64.90. 

No.  14. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  in  the  state  of  Washington,  extending  from  Col- 
fax through  Pullman  to  the  Idaho  state  line  and  being  26.23  miles 
in  length,  was  constructed  by  the  Columbia  &  Palouse  Railroad  Com- 
pany in  1885,  and  the  same  cost  the  Columbia  &   Palouse  Railroad 


282  RAILROAD    COMMISSION    OF    WASHINGTON 

Company  and  the  Oregon  Railroad  &  Navigation  Company,  including 
betterments  and  improvements,  down  to  the  30th  day  of  June,  1907, 
the   sum   of   $842,907.87. 

That  in  order  to  reproduce  the  grading  on  said  branch  line  it 
would  be  necessary  to  move  443,200  cubic  yards  of  earth  a  distance 
of  not  to  exceed  300  feet;  11,975  cubic  yards  of  loose  rock  a  distance 
of  not  to  exceed  300  feet;  39,530  cubic  yards  of  solid  rock  a  distance 
of  not  to  exceed  300  feet;  553  cubic  yards  of  cemented  gravel  a  dis- 
tance of  not  to  exceed  300  feet;  14,312  cubic  yards  of  shell  rock  a 
distance  of  not  to  exceed  300  feet;  1,193  cubic  yards  of  hard  pan  a 
distance  of  not  to  exceed  300  feet;  and  6,627  cubic  yards  of  boulder 
gravel  a  distance  of  not  to  exceed  300  feet;  and  of  the  quantities 
above  mentioned  it  would  be  necessary  to  move  an  equivalent  of 
421,364  cubic  yards  a  distance  of  100  feet  in  excess  of  said  300  feet 
free  haul  allowance. 

That  it  would  be  necessary  to  place  88,540  cubic  yards  of  riprap, 
the  overhaul  on  which  would  amount  to  658,432  cubic  yards. 

That  it  would  ne  benecessary  in  order  to  reproduce  said  line  in 
its  present  condition  to  clear  30.62  acres,  which  clearing  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
the  sum  of  $50  per  acre;  it  would  be  necessary  to  grub  28.75  stations, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is 
estimated  to  cost  $15  per  station. 

That  along  said  line  there  is  now  6,325  lineal  feet  of  side  track, 
the  grading  for  which  side  track  is  not  included  in  the  grading  quanti- 
ties above  mentioned,  and  which  grading  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  is  estimated  to  cost  40  cents  per 
lineal  foot. 

That  since  the  original  construction  of  said  line  the  grade  and 
banks  thereof  have  been  widened,  necessitating  the  placing  of  41,051 
cubic  yards  of  material,  which  is  not  included  in  the  grading  quanti 
ties  above  mentioned. 

That  during  the  time  the  said  line  was  under  the  control  of  the 
construction  department,  and  after  the  grading  was  completed,  por- 
tions of  said  line  were  destroyed  by  unusual  freshets,  necessitating 
the  expenditure  of  $34,547.23  to  reconstruct  and  repair  the  damage 
done  by  such  freshets. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  branch 
line  it  would  be  necessary  to  construct  2,523  lineal  feet  of  pile  bridges; 
400  lineal  feet  of  frame  trestles;  832  lineal  feet  of  pile  bridge  ap- 
proach; 688  lineal  feet  of  frame  bridge  approach;  144  lineal  feet  of 
combination  pile  and  frame  bridge  approach;  and  1,023  lineal  feet  of 
Howe  Truss  bridges;  37,507  feet  B.  M.  timber  in  culverts  and  wooden 
boxes;  16.5  cubic  yards  stone  masonry  in  culverts;  312  lineal  feet 
of  16-inch  cast  iron  pipe;  342  lineal  feet  of  18-inch  cast  iron  pipe; 
270  lineal  feet  of  20-inch  cast  iron  pipe;  264  lineal  feet  of  24-inch 
cast  iron  pipe;  48  feet  of  30- inch  cast  iron;  and  36  feet  of  36-inch 
cast  iron  pipe;   and  30  feet  of  6-inch  vitrified  pipe.     That  since  the 


FINDINGS   APPLICABLE    TO    O.  R.  &  N.  CO.  ^83 

original  construction  of  said  line  bridges  have  been  filled,  necessi- 
tating the  placing  of  14,837  cubic  yards  of  material  which  is  not 
included  in  the  grading  quantities  mentioned   above. 

That  in  order  to  reproduce  the  said  line,  including  side  tracks, 
in  the  condition  in  which  the  same  now  is,  it  would  be  necessary  to 
lay  87,551  ties. 

That  in  order  to  reproduce  the  said  line,  including  the  side  tracks, 
in  the  condition  in  which  the  same  now  is,  it  would  be  necessary 
to  lay  2,628.06  tons  of  steel  rails,  the  same  requiring  355,380  pounds 
of  splices,  34,394  pounds  of  bolts,  187,236  pounds  of  spikes,  26,244 
rail  braces,  and  3,200  pounds  of  nut  locks;  and  frogs  and  switches, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  are 
estimated  at  the  cost  of  $5,440,  in  place. 

That  to  reproduce  the  ballast  on  said  branch  line  it  would  be 
necessary  to  ballast  with  earth  26.23  miles,  which  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  to  cost  the  sum 
of  $600  per  mile. 

That  in  order  to  reproduce  the  said  branch  line,  including  the 
side  tracks,  it  would  be  necessary  to  lay  29.79  miles  of  track,  which 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated 
to  cost  the  sum  of  $700  per  mile. 

That  it  would  be  necessary  in  order  to  reproduce  the  said  line 
in  its  present  condition  to  construct  49.5  miles  of  barbed  wire  fences. 
That  the  crossings,  cattle  guards  and  signs  along  the  said  branch 
line  would  cost  at  the  present  time,  to  reproduce  new,  the  sum  of 
$1,509.50. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  branch  line  would  cost  to  re- 
produce new  the  sum   of  $791.88. 

That  the  station  buildings  along  the  said  branch  line  consist  of 
3,184  square  feet,  floor  area,  of  the  O.  R.  &  N.  standard  one-story 
frame  station  buildings;  4,612  square  feet  floor  area  station  platforms, 
and  the  furniture  and  fixtures  for  the  said  station  buildings  would 
cost  to  reproduce  the  same  new  the  sum  of  $447.. 

That  the  water  stations  along  the  said  branch  line  would  cost 
to  reproduce  the  same  new  the  sum  of  $3,434. 

That  UiB  miscellaneous  structures  along  the  said  branch  line  con- 
sist of  1,253  square  feet  floor  area  of  O.  R.  &  N.  standard  white 
section  houses;  1,085  square  feet  floor  area  of  O.  R.  &  N.  standard 
Chinese  section  houses;  576  square  feet  floor  area  of  tool,  coal  and 
miscellaneous  sheds;  372  square  feet  floor  area  of  water  closets; 
3,360  square  feet  of  O.  R.  &  N.  standard  stockyards,  and  120  water 
barrels. 

No.  15. 

That  tnat  portion  of  the  branch  lines  of  the  Oregon  Railroad  & 
Navigation  Company  extending  from  La  Crosse  to  Connell,  and  being 
53.12  miles  in  length,  was  constructed,  as  before  stated,  by  the 
Columbia  &  Palouse  Railroad  Company,  and  cost,  in  connection  with 


284  RAILROAD    COMMISSION    OF    WASHINGTON 

other  portions  of  the  line,  the  sum  hereinbefore  stated. 

That  to  reproduce  the  grading  quantities  on  said  line  in  the  con- 
dition in  which  the  same  now  are  it  would  be  necessary  to  move 
448,437  cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet; 
13,401  cubic  yards  of  loose  rock  a  distance  of  not  to  exceed  300  feet; 
43,230  cubic  yards  of  solid  rock  a  distance  of  not  to  exceed  300 
feet;  6,368  cubic  yards  of  cemented  gravel  a  distance  of  not  to  ex- 
ceed 300  feet;  and  of  the  quantities  above  mentioned  it  would  be 
necessary  to  move  an  equivalent  of  511,436  cubic  yards  a  distance 
of  100  feet  in  excess  of  said  300-foot  free  haul  allowance.  That  it 
would  be  necessary  to  place  4,701  cubic  yards  of  riprap.  That  along 
said  line  there  is  *  now  7,513  lineal  feet  of  side  tracks,  the  grading 
for  which  side  tracks  is  not  included  in  the  grading  quantities  above 
mentioned,  and  which  grading  for  the  purpose  of  ascertaining  the 
cost  of  reproduction  is  estimated  to  cost  40  cents  per  lineal  foot.  It 
would  be  necessary  to  clear   .88  acres  and  to  grub  3.52  stations. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  1,490  lineal  feet  of  pile  bridges; 
365  lineal  feet  of  frame  trestles;  264  lineal  feet  of  combination  pile 
and  frame  bridges;  208  lineal  feet  of  frame  approach,  and  151  lineal 
feet  of  pile  and  frame  approach;  one  150-foot  Howe  Truss  bridge; 
58,609  feet  B.  M.  timber  in  culverts  and  wooden  boxes;  156  feet  of  18- 
inch  cast  iron  pipe;  72  feet  of  18-inch  corrugated  steel  pipe;  114  feet 
of  24-inch  corrugated  steel  pipe;  108  feet  of  33-inch  corrugated  steel 
pipe;  24  feet  of  36-inch  corrugated  steel  pipe;  68  cubic  yards  stone 
masonry  in  culverts.  That  since  the  original  construction  of  said  line, 
bridges  have  been  filled,  necessitating  the  placing  of  4,567  cubic  yards 
of  material  not  included  in  the  grading  quantities  mentioned  above. 

That  to  reproduce  the  said  line,  including  the  side  tracks,  in  its 
present  condition,  it  would  be  necessary  to  lay  165,976  ties.  That  to 
reproduce  the  said  line,  including  side  tracks,  in  its  present  condi- 
tion, it  would  be  necessary  to  lay  5,064.93  tons  of  steel  rails,  the  same 
requiring  450,639  pounds  of  splices,  65,255  pounds  of  bolts,  358,890 
pounds  of  spikes,  26,480  rail  braces  and  6,560  pounds  of  nut  locks; 
and  frogs  and  switches,  which  for  the  purpose  of  ascertaining  the 
cost  of  production   are   estimated   at   a  cost  of   $4,008,   in   place. 

That  to  reproduce  the  ballast  on  the  said  branch  line  it  would  be 
necessary  to  ballast  with  earth  53.12  miles,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost  the  sum 
of   $600   per  mile. 

That  to  reproduce  the  line  in  its  present  condition  it  would  be 
necessary  to  lay  56.52  miles  of  track,  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  is  estimated  to  cost  the  sum  of 
$700   per   mile. 

That  it  would  be  necessary  in  order  to  reproduce  the  said  line 
in  its  present  condition  to  construct  14  miles  of  barbed  wire  fence. 
That  the  crossings,  cattle  guards  and  signs  along  the  said  line  would 
cost,  at  present  prices,   to  reproduce  new  the   sum   of  $1,140.12. 


FINDINGS   APPLICABLE    TO   O.  R.  &  N.  CO.  gg5 


That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  branch  line  would  cost  to  re- 
produce the  same  new  the  sum  of  $1,603.69. 

That  the  station  buildings  along  the  said  line  consist  of  4,070 
square  feet  floor  area  of  O.  R.  &  N.  standard  one-story  frame  station 
buildings;  4,181  square  feet  floor  area  of  station  platforms,  and  that 
the  furniture  and  fixtures  for  the  station  buildings  would  cost  to  re- 
produce new  the  sum  of  $641.50. 

That  in  order  to  reproduce  new  the  water  stations  along  said  lines 
it  would  cost  the  sum  of  $3,399. 

That  the  miscellaneous  structures  along  the  said  line  consist  of 
710  square  feet  floor  area  of  O.  R.  &  N.  standard  white  section  houses; 
649  square  feet  floor  area  of  O.  R.  &■  N.  standard  Chinese  section 
houses;  330  square  feet  floor  area  of  tool,  coal  and  miscellaneous 
sheds;  340  square  feet  floor  area  of  water  closets;  312  square  feet 
floor  area  of  oil,  sand  and  pump  houses;  564  square  feet  of  miscel- 
laneous platforms;  9,542  square  feet  of  O.  R.  &  N.  standard  stock- 
yards,   and   120   water   barrels. 

No.  16. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  extending  from  Starbuck  to  Pomeroy,  a  distance 
of  30.13  miles,  was  constructed  by  the  Oregon  Railway  &  Navigation 
Company  in  the  year  1885,  and  cost  the  Oregon  Railway  &  Navigation 
Company  and  the  Oregon  Railroad  &  Navigation  Company,  including 
betterments  and  improvements,  down  to  the  30th  day  of  June,  1907, 
the  sum  of  $342,190.07. 

That  in  order  to  reproduce  the  grading  on  said  branch  line  it 
would  be  necessary  to  move  215,141  cubic  yards  of  earth  a  distance 
of  not  to  exceed  300  feet;  3,805  cubic  yards  of  loose  rock  a  distance 
of  not  to  exceed  300  feet;  2,360  cubic  yards  of  solid  rock  a  distance 
of  not  to  exceed  300  feet;  6,938  cubic  yards  of  cemented  gravel  a 
distance  of  not  to  exceed  300  feet;  11,423  cubic  yards  of  hard  pan  a 
distance  of  not  to  exceed  300  feet;  and  of  the  quantities  above  men- 
tioned it  would  be  necessary  to  move  an  equivalent  of  238,578  cubic 
yards  a  distance  of  100  feet  in  excess  of  said  300-foot  free  haul  allow- 
ance. It  would  be  necessary  to  clear  5.72  acres  and  to  grub  4  sta- 
tions. 

It  would  be  necessary  to  place   5,146  cubic  yards  of  riprap. 

That  along  said  line  there  is  now  3,239  lineal  feet  of  side  track 
and  the  grading  for  which  was  not  included  in  the  grading  quantities 
above  mentioned,  and  for  which  the  purpose  of  ascertaining  the  cost 
of  reproduction  is  estimated  to  cost  the  sum  of  40  cents  per  lineal  foot. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  822  lineal  feet  of  pile  bridges; 
133  lineal  feet  of  frame  trestles;  368  lineal  feet  of  combination  pile 
and  frame  trestles;  101,311  feet  B.  M.  timber  in  culverts  and  wooden 
boxes;    60  feet  of  12-inch  cast  iron  pipe;   72  feet  of  18-inch  cast  iron 


28g  RAILROAD    COMMISSION    OF    WASHINGTON 

pipe;  294  feet  of  24-inch  cast  iron  pipe;  48  feet  of  36-inch  cast  iron 
pipe,  and  48  feet  of  24-inch  corrugated  steel  pipe;  and  to  place  75 
cubic   yards   concrete   masonry   in   pipe   end   walls. 

That  subsequent  to  the  construction  of  said  road  there  has  been 
8,411  cubic  yards  of  material  placed  in  filling  bridges  and  trestles, 
the  same  not  being  included  in  the  grading  quantities  above  men- 
tioned. That  to  reproduce  the  said  line,  including  the  side  tracks 
along  the  same,  in  its  present  condition,  it  would  be  necessary  to 
lay   94,984   ties. 

That  to  reproduce  the  said  line,  including  side  tracks  along  the 
same,  in  its  present  condition,  it  would  be  necessary  to  lay  2,839.98 
tons  of  steel  rails,  the  same  requiring  395,580  pounds  of  splices,  37,258 
pounds  of  bolts,  204,634  pounds  of  spikes,  15,328  rail  braces,  and  3,620 
pounds  of  nut  locks;  and  frogs  and  switches,  which  for  the  purpose 
of  ascertaining  the  cost  of  production  are  estimated  to  cost  $1,973, 
in  place. 

That  to  reproduce  the  ballasting  on  said  line  it  would  be  necessary 
to  ballast  with  earth  30.13  miles,  which  for  the  purpose  of  ascertaining 
the  cost  of  production  is  estimated  to  cost  the  sum  of  $600  per  mile. 

That  to  reproduce  the  line  it  would  be  necessary  to  lay  32.27 
miles  of  track,  which  for  the  purpose  of  ascertaining  the  cost  of  re- 
production is  estimated  to  cost^  the  sum  of  $700  per  mile. 

That  it  would  be  necessary  in  order  to  reproduce  the  said  line 
in  its  present  condition  to  construct  56  miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  line  would 
cost  at  present  prices  to  reproduce  new  the   sum  of   $1,005.88. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  portion  of  said  line  would  cost 
to  reproduce  new  the  sum  of  $909.74. 

That  the  station  buildings  along  said  line  consist  of  2,354  square 
feet  floor  area  of  O.  R.  &  N.  standard  one-story  station  buildings; 
3,434  square  feet  of  station  platforms;  that  the  furniture  and  fixtures 
contained  in  said  station  buildings,  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $323. 

That  the  shops,  round  houses  and  turn  tables  along  the  said  portion 
of  said  line  consist  of  one  2-stall  frame  engine  house,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
$l,v.00,  and  one  50-foot  wooden  turn  table,  which  for  the  purpose  of 
ascertaining  the  cost  of  reprodutcion  is  estimated  to  cost  the  sum 
of  $1,000. 

That  to  construct  new  the  water  stations  along  the  said  line  would 
cost  the   sum   of   $5,121. 

That  the  miscellaneous  structures  along  the  said  portion  of  said 
line  consist  of  1,764  square  feet  floor  area  of  O.  R.  &  N.  standard 
white  section  houses;  1,647  square  feet  floor  area  of  O.  R.  &  N. 
standard  Chinese  section  houses;  696  square  feet  floor  area  of  tool, 
coal  and  miscellaneous  sheds;  432  square  feet  floor  area  of  water 
closets;    168   square  feet  floor   area  of  oil,  sand   and   pump   houses; 


FINDINGS   APPLICABLE    TO    O.  R.  &  N.  CD. 


287 


1,188   square  feet  of  miscellaneous  platforms;    13,992   square   feet  of 
O.   R.   &  N.  standard   stockyards,  and   60  water  barrels. 

No.  17. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  in  Washington,  extending  from  Walla  Walla  to 
Riparia,  and  being  55.85  miles  in  length,  together  with  that  portion 
of  the  branch  line  extending  from  Bolles  to  Dayton,  and  being  13.26 
miles  in  length  were  constructed  by  the  Oregon  Railway  &  Navigation 
Company  in  1882  and  cost  said  Oregon  Railway  &  Navigation  Com- 
pany, and  the  Oregon  Railroad  &  Navigation  Company,  including 
betterments  and  improvements,  down  to  the  30th  day  of  June,  1907, 
the  sum  of  $2,235,553.79. 

That  to  reproduce  the  grading  on  said  portion  of  said  line  ex- 
tending from  Walla  Walla  to  Riparia,  and  being  55.85  miles  in  length, 
in  its  present  condition,  it  would  be  necessary  to  move  728,296  cubic 
yards  of  earth  a  distance  of  not  to  exceed  300  feet;  55,303  cubic  yards 
of  loose  rock  a  distance  of  not  to  exceed  300  feet;  130,574  cubic  yards 
of  solid  rock  a  distance  of  not  to  exceed  300  feet;  2,595  cubic  yards 
of  cemented  gravel  a  distance  of  not  to  exceed  300  feet,  439  cubic 
yards  of  boulder  gravel  a  distance  of  not  to  exceed  300  feet.  It  would 
be  necessary  to  place  364  cubic  -yards  of  riprap.  It  would  be  neces- 
sary to  clear  15  acres.  And  of  the  quantities  above  mentioned  it 
would  be  necessary  to  move  an  equivalent  of  615,579  cubic  yards 
a  distance  of  100  feet  in  excess  of  said  300  feet  free  haul  allowance. 

That  there  is  on  said  portion  of  said  line  from  Walla  Walla  to 
Riparia  15,482  lineal  feet  of  side  tracks,  the  grading  for  which  is 
not  included  in  the  grading  quantities  shown  above,  and  that  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  said  grading  is  esti- 
mated to  cost  40  cents  per  lineal  foot. 

That  subsequent  to  the  construction  of  said  portion  of  said  line 
from  Walla  Walla  to  Riparia  the  banks  were  widened,  and  that  143,678 
cubic  yards  of  material  were  used  for  this  purpose,  said  material  not 
being  shown  in  the  grading  quantities  shown  above. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
from  Walla  Walla  to  Riparia  it  would  be  necessary  to  construct  688 
lineal  feet  of  pile  bridges;  1,216  lineal  feet  of  frame  bridges;  820 
lineal  feet  of  high  frame  trestles;  160  lineal  feet  of  pile  bridge  ap- 
proaches and  one  72-foot  Howe  Truss  bridge;  64,438  feet  B.  M. 
of  timber  in  culverts  and  wooden  boxes;  264  feet  of  12-inch  cast  iron 
pipe;  108  feet  of  16-inch  cast  iron  pipe;  872  feet  of  18-inch  cast  iron 
pipe;  158  feet  of  20-inch  cast  iron  pipe;  1,248  feet  of  24-inch  cast 
iron  pipe;  108  feet  of  30-inch  cast  iron  pipe;  660  feet  of  36-inch  cast 
iron  pipe;  244  feet  of  10-inch  vitrified  pipe;  1,864  feet  of  12-inch  vitri- 
fied pipe;  170  feet  of  14-inch  vitrified  pipe,  and  804  feet  of  16-inch 
vitrified  pipe;  84  feet  of  18-inch  vitrified  pipe;  216  feet  of  24-inch 
vitrified  pipe,  and  216  feet  of  18-inch  corrugated  steel  pipe;  and  to 
place  4  cubic  yards  of  concrete  masonry  in  pipe  end  walls. 


288       .        RAILROAD    COMMISSION    OF    WASHINGTON 

That  subsequent  to  the  construction  of  said  portion  of  said  line 
from  Walla  Walla  to  Riparia  there  has  been  used  in  filling  bridges 
251,962  cubic  yards  of  material,  which  is  not  included  in  the  grading 
quantities  shown  above,  and  which  should  be  included  in  the  cost  of 
reproduction. 

That  to  reproduce  the  said  line  from  Walla  Walla  to  Riparia,  in- 
cluding side  tracks  along  the  same,  it  would  be  necessary  to  lay 
197,090  ties. 

That  to  reproduce  the  said  line  from  Walla  Walla  to  Riparia,  in- 
cluding the  side  tracks  along  the  same,  it  would  be  necessary  to 
lay  6,434.49  tons  of  steel  rails,  the  same  requiring  816,631  pounds  of 
splices,  80,273  pounds  of  bolts,  424,158  pounds  'of  spikes,  10,980  light 
tie  plates,  54,006  rail  braces,  and  10,720  pounds  of  nut  locks;  and 
frogs  and  switches,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  as  estimated  to  cost  the  sum  of  $10,880,  in  place. 

That  to  reproduce  the  ballasting  on  said  line  from  Walla  Walla 
to  Riparia  it  would  be  necessary  to  ballast  with  earth  54.49  miles, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is 
estimated  to  cost  $600  per  mile,  and  to  ballast  with  gravel  1.59  miles, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is 
estimated  to  cost  $1,100  per  mile. 

That  to  reproduce  the  line  from  Walla  Walla  to  Riparia  it  would 
be  necessary  to  lay  67.78  miles  of  track,  which  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  is  estimated  to  cost  the  sum 
of  $700  per  mile.  And  that  it  would  be  necessary  to  place  tie  plates, 
and  the  labor  of  placing  the  same  is  estimated  to  cost  $164. 

That  it  would  be  necessary  in  order  to  reproduce  said  line  from 
Walla  Walla  to  Riparia,  in  its  present  condition,  to  construct  105.5 
miles  of  barbed  wire  fence. 

That  the  crossings,  cattle  guards  and  signs  along  the  said  line 
from  Walla  Walla  to  Riparia  would  cost  at  present  price,  to  repro- 
duce the  same,  the  sum  of  $1,896.50. 

That  in  order  to  reproduce  the  said  portion  of  said  line  from 
Walla  Walla  to  Riparia,  in  its  present  condition,  it  would  be  necessary 
to  install  one  train  order  signal,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated   to  cost  the   sum   of  $225. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 
in  the  telegraph  lines  along  the  said  portion  of  said  line  from  Walla 
Walla  to  Riparia  would  cost  to  reproduce  new  the  sum  of  $1,685.99. 

That  the  station  buildings  along  the  said  portion  of  said  line  from 
Walla  Walla  to  Riparia  consist  of  one  uncompleted  brick  station 
building  at  Walla  Walla,  which  had  cost  to  June  30,  1907,  the  sum 
of  $16,541.87,  and  it  would  be  necessary  to  expend  a  like  amount  to 
reproduce  the  same;  648  feet  floor  area  of  O.  R.  &  N.  standard  two- 
story  frame  station  buildings;  6,248  feet  floor  area  of  O.  R.  &  N  stand- 
ard one-story  frame  station  buildings;  53,329  square  feet  of  station  plat- 
forms;  and  that  the  furniture  and  fixtures  contained  in  said  station 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  ggg 


buildings,  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is 
estimated  to  cost  the  sum  of  $1,109. 

That  the  shops,  round  houses  and  turn  tables  along  said  line 
from  Walla  Walla  to  Riparia  consist  of  5,356  square  feet  floor  area 
of  brick  shops;  1,216  square  feet  floor  area  of  frame  shops;  one  brick 
engine  house  containing  fifteen  stalls;  one  frame  engine  house  con- 
taining four  stalls;  one  54-foot  steel  turn  table,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost  $2,500, 
and  one  75-foot  steel  turn  table,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction  is  estimated  to  cost  $6,535. 

That  to  reconstruct  new  the  water  stations  along  the  said  portion 
of  said  line  from  Walla  Walla  to  Riparia  would  cost  the  sum  of 
$11,972. 

That  to  reproduce  the  fuel  stations  along  said  portion  of  said  line 
from  Walla  Walla  to  Riparia  it  would  be  necessary  to  construct  one 
14-pocket  coal  cnute,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  is  estimated  to  cost  the  sum  of  $10,000. 

That  the  storage  warehouses  along  the  said  portion  of  said  line 
from  Walla  Walla  to  Riparia  consist  of  8,450  square  feet  floor  area. 
That  the  miscellaneous  structures  along  the  said  portion  of  said  line 
from  Walla  Walla  to  Riparia  consist  of  5,696  square  feet  floor  area 
of  O.  R,  &  N.  standard  white  section  houses;  3,132  square  feet  floor 
area  of  O.  R.  &  N.  standard  Chinese  section  houses;  5,540  square 
feet  floor  area  of  freight  sheds;  5,584  square  feet  floor  area  of 
offices  and  dwellings;  1,892  square  feet  floor  area  of  tool,  coal  and 
miscellaneous  sheds;  1,860  square  feet  floor  area  of  water  closets; 
1,260  square  feet  floor  area  of  oil,  sand  and  pump  houses;  30,762 
square  feet  of  miscellaneous  platforms;  3,600  square  feet  floor  area 
of  ice  houses;  15,358  square  feet  floor  area  of  O.  R.  &  N.  standard 
stockyards;  one  set  of  50-ton  track  scales;  60  water  barrels;  and 
fire  protection,  which  for  the  purpose  of  ascertaining  the  cost  ot 
reproduction  is  estimated  to  cost  the  sum  of  $520.  . 

No.  18. 

That  that  portion  of  the  branch  line  of  the  Oregon  Railroad  & 
Navigation  Company  owned  and  operated  by  it  extending  from  Bolles 
to  Turner,  and  being  25.06  miles  in  length,  was  built,  that  portion 
from  Bolles  to  Dayton  by  the  Oregon  Railway  &  Navigation  Company 
in  the  year  1881  as  hereinbefore  stated,  and  that  portion  from  Dayton 
to  Turner,  being  11.8  miles  in  length,  being  constructed  by  the  Oregon 
Railroad  &  Navigation  Company  in  the  year  1899;  that  portion  from 
Dayton  to  Turner  cost  the  Oregon  Railroad  &  Navigation  Company, 
including  betterments  and  improvements,  down  to  the  30th  day  of 
June,  1907,  the  sum  of  $218,646.32. 

That  in  order  to  reproduce  the  grading  on  that  portion  of  the 
branch  from  Bolles  to  Turner  it  would  be  necessary  to  move  331,193 
cubic  yards  of  earth  a  distance  of  not  to  exceed  300  feet;  1,465  cubic 

19— A 


290  RAILROAD    COMMISSION    OF    WASHINGTON 


\ 
yards  of  loose  rock  a  distance  of  not  to  exceed  300  feet;  9,084  cubic 
yards  of  solid  rock  a  distance  of  not  to  exceed  300  feet;  and  2,501 
cubic  yards  of  special  earth  a  distance  of  not  to  exceed  300  feet;  and 
to  place  312  cubic  yards  riprap  and  to  clear  3  acres,  and  of  the 
quantities  above  mentioned  it  would  be  necessary  to  move  an  equiva- 
lent of  242,736  cubic  yards  a  distance  of  100  feet  in  excess  of  the  said 
300  feet  free  haul  allowance. 

That  along  the  said  line  there  is  now  6,304  lineal  feet  of  side 
track  the  grading  for  which  is  not  included  in  the  grading  quantities 
above  mentioned,  which  for  the  purpose  of  ascertaining  the  cost  of 
reproducing  the  same  is  estimated  to  cost  the  sum  of  forty  cents  per 
lineal  foot. 

That  since  the  original  construction  of  the  said  branch,  the  grade 
and  banks  have  been  widened  necessitating  the  placing  of  41,051  cubic 
yards  of  material,  which  is  not  included  in  the  grading  quantities 
above  mentioned. 

That  to  reproduce  the  bridges,  trestles  and  culverts  on  said  line 
it  would  be  necessary  to  construct  888  lineal  feet  of  pile  bridges,  168 
lineal  feet  of  frame  trestles;  676  lineal  feet  of  combination  pile  and 
frame  bridges;  340,788  feet  B.  M.  of  timber  in  culverts;  and  wooden 
boxes;  24  feet  of  18-inch  cast  iron  pipe;  24  feet  of  24-inch  cast  iron 
pipe;  48  feet  of  30-inch  cast  iron  pipe,  and  112  feet  of  18-inch  cor- 
rugated steel  pipe,  and  96  feet  of  12-inch  vitrified  pipe.  That  since  the 
original  construction  there  has  been  15,568  cubic  yards  of  material  used 
in  filling  bridges  and  trestles,  and  the  same  is  not  included  in  the 
grading  quantities  above  set  out. 

That  to  reproduce  the  said  line  including  the  side  tracks,  in  the 
condition  in  which  the  same  now  is,  it  would  be  necessary  to  lay  85,442 
ties. 

That  to  reproduce  the  said  line,  including  the  side  tracks,  in  the 
condition  in  which  the  same  now  is,  it  would  be  necessary  to  lay 
2,573.20  tons  of  steel  rails,  the  same  requiring  345,472  lbs.  of  splices, 
33,671  lbs.  of  bolts,  183,632  lbs.  of  spikes,  3,460  rail  braces,  and  3,020 
lbs.  of  nut  locks,  and  frogs  and  switches,  which  for  the  purpose  of 
ascertaining  the  cost  of  reproduction  are  estimated  to  cost  $4,560.00 
in  place. 

That  to  reproduce  the  ballast  on  said  line  it  would  be  necessary 
to  ballast  with  earth  25.6  miles,  which  for  the  purpose  of  reproduc- 
tion is  estimated  to  cost  the  sum  of  $600.00  per  mile. 

That  to  reproduce  the  line  in  its  present  condition,  it  would  be 
necessary  to  lay  29.28  miles  of  track,  which  for  the  purpose  of  ascer- 
taining the  cost  of  reproduction  is  estimated  to  cost  the  sum  of  $700.00 
per  mile. 

That  it  would  be  necessary,  in  order  to  reproduce  the  said  line  in 
its  present  condition,  to  construct  44  miles  of  barbed  wire  fence.  That 
the  crossings,  cattle  guards  and  signs  along  that  portion  of  the  line 
would  cost,  at  present  prices,  to  reproduce  new,  the  sum  of  $1,994.50. 

That  the  interest  of  the  Oregon  Railroad  &  Navigation  Company 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CO,  gg^ 

in  the  telegraph  lines  along  said  line  would  cost  to  reproduce  new 
the  sum  of  $756.56. 

That  the  station  buildings  along  said  line  consist  of  1,536  square 
feet  floor  area  of  O.  R.  &  N.  standard  two-story  station  buildings; 
1,980  square  feet  floor  area  of  O.  R.  &  N.  standard  one-story  station 
buildings;  and  4,452  square  feet  floor  area  of  station  platforms;  and 
the  furniture  and  fixtures  for  the  said  station  buildings  along  said 
line,  would  cost  to  reproduce  new  the  sum  of  $971.50. 

That  the  shops,  round  houses  and  turn  tables  along  said  lint 
consist  of  1,120  square  feet  floor  area  of  frame  shops;  one  1-stall  frame 
engine  house;  one  50-foot  steel  turn  table;  which  turn  table  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
the  sum  of  $2,500.00;  two  60-foot  turn  tables,  which  for  the  purpose 
of  ascertaining  the  cost  of  reproduction  are  estimated  to  cost  $3,000.00 
each. 

That  in  order  to  reproduce  the  water  stations  along  said  line  new, 
it  would  cost  the  sum  of  $2,050.00. 

That  tne  storage  warehouses  along  the  said  line  consist  of  25,180 
square  feet  floor  area. 

That  the  miscellaneous  structures  along  said  portion  of  said  branch 
line  consist  of  656  square  feet  floor  area  of  O.  R.  &  N.  standard 
White  {section  houses;  268  square  feet  floor  area  of  O.  R.  &  N. 
standard  Chinese  section  houses;  1,896  square  feet  floor  area  of 
freight  sheds;  1,081  square  feet  floor  area  of  tool,  coal  and  miscel- 
laneous sheds;  192  square  feet  floor  area  of  water  closets;  2,704 
square  feet  floor  area  of  miscellaneous  platforms;  8,652  square  feet 
of  O.  R.  &  N.  standard  stock  yards,  and  50  water  barrels. 

No.  19. 
That  during  the  time  that  the  Oregon  Railway  &  Navigation 
Company's  lines  were  in  the  hands  of  a  receiver  the  operating  ac- 
counts were  not  correctly  kept  so  as  to  show  the  proper  division 
between  betterments  and  improvements  and  operating  expenses,  and 
during  said  time  betterments  and  improvements  were  made  on  said 
line  amounting  to  the  sum  of  $16,882.23  which  were  charged  to  oper- 
ating expenses  instead  of  betterments  and  improvements,  and  which 
sum  is  properly  chargeable  to  the  lines  in  the  state  of  Washington 
as  part  of  the  original  cost. 

No.  20. 

That  the  average  height  of  the  pile  bridges  on  all  of  the  lines, 
main  and  branch,  hereinbefore  referred  to  is  twelve  feet. 

That  tne  average  height  of  the  frame  trestles  on  all  of  the  said 
lines  hereinbefore  referred  to  is  13  feet. 

That  the  average  height  of  the  combination  pile  and  frame  trestles 
hereinbefore  referred  to  is  14  feet. 

That  the  average  height  of  the  high  frame  trestles  herQinbefore 
referred  to  is  70  feet. 


292  RAILROAD    COMMISSION    OF   WASHINGTON 

That  the  average  height;  of  the  pile  approaches  hereinbefore  referred 
to  is  20  feet 

That  the  average  height  of  the  frame  approaches  hereinbefore 
referred  to  is  15  feet. 

That  the  average  height  of  the  combination  pile  and  frame  ap- 
proaches hereinbefore  referred  to  is  15  feet. 

21. 

That  the  rail  lines  of  the  Oregon  Railroad  &  Navigation  Company- 
situate  in  the  state  of  Washington,  and  hereinbefore  referred  to,  as 
shown  by  the  books  and  records  of  the  said  railroad  company,  exclu- 
sive of  equipment,  and  exclusive  of  the  terminal  grounds  in  the  city 
of  Spokane  owned  by  the  Spokane  Union  Depot  Company,  cost  the 
sum  of  $11,979,688.93. 

That  included  in  said  amount  is  the  moneys  paid  for  engineering, 
superintendents  and  inspection,  right  of  way,  lands,  depot  grounds 
(excluding  the  terminals  in  Spokane)  moneys  expended  for  grading, 
clearing  and  grubbing,  tunnels,  bridges  and  trestles,  culverts,  ties, 
rails,  track  fastenings,  frogs  and  switches,  ballast,  track  laying  and 
surfacing,  fencing,  crossings,  cattle  guards  and  signs,  telegraph  lines, 
station  buildings  and  fixtures,  section  houses,  engine  houses,  and 
shops,  turn  tables,  shop  machinery  and  tools,  water  stations  and  mis- 
cellaneous structures  and  moneys  spent  for  legal  expenses;  the  sum 
oi  $279,101.57  expended  for  interest  and  discount  during  construction, 
and  said  sum  also  includes  the  amount  shown  on  their  books  for  gen- 
eral taxes  and  general  expenses  during  construction.  That  in  order 
to  reproduce  the  said  line  in  the  condition  in  which  they  were  on  the 
30th  day  of  June,  1907,  (all  material  and  structures  being  considered 
as  new)  exclusive  of  equipment,  exclusive  of  right  of  way,  terminal 
grounds,  lands  and  real  estate,  and  exclusive  of  any  allowance  for 
discount  and  stores  on  hand,  it  would  cost  the  sum  of  $11,507,255.92. 
That  included  in  said  sum  is  the  cost  of  engineering,  superintendend- 
ence  and  inspection  estimated  at  $363,206.34.  That  the  total  amount 
charged  for  engineering,  superintendence  and  inspection  in  the  orig- 
inal construction  of  said  lines  was  the  sum  of  $348,286.99. 

That  included  in  said  estimate  of  the  cost  of  reproduction  is  an 
allowance  for  legal  and  general  expenses  amounting  to  the  sum  of 
35103,811.80. 

That  the  amount  paid  for  legal  and  general  expenses  as  shown  by 
the  books  of  the  said  company,  for  the  original  construction  of  said 
line,   was  the  sum  of  $53,811.03. 

That  during  the  construction  of  many  of  the  lines  in  Washington, 
the  legal  and  general  expenses  properly  chargeable  to  such  con- 
struction were  largely  borne  by  the  parent  company,  to-wit,  the  Ore- 
gon Railway  &  Navigation  Company,  and  such  charges  would  not, 
therefore,  be  made  against  the  particular  lines. 

That  included  in  such  estimate  of  the  cost  of  reproduction  is  an 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CO.  Q93 

allowance  for  interest  during  construction  amounting  to  the  sum  of 
$647,857.76. 

That  the  amount  charged  for  interest,  including  discounts,  as  shown 
by  the  books  of  the  Oregon  Railroad  &  Navigation  Company,  during 
the  construction  of  said  line,  was  the  sum  of  $279,101.57. 

That  the  said  lines  were  constructed  in  small  sections,  the  moneys 
advanced  by  the  parent  company  the  Oregon  Railway  &  Navigation 
Company,  and  in  some  instances  no  charge  was  made  for  Interest 
during  construction. 

That  all  of  said  lines  were  constructed  on  an  average  of  less  than 
one  y.3ar  from  the  time  construction  was  commenced  thereon. 

That  two  years  would  be  a  reasonable  time  within  which  to  re- 
construct the  said  lines.  That  an  allowance  of  one  year's  interest 
would  be  a  reasonable  allowance  for  the  money  that  would  be  in- 
vested during  such  construction. 

That  included  in  the  said  cost  of  .reproduction  is  an  allowance  of 
$64,601.00  for  channeling  (which  covers  changes  of  channels  of 
streams). 

That  included  in  the  said  cost  of  reproduction  is  an  allowance 
of  $23,021.00  for  shop  machinery  and  tools. 

No.  22. 

That  as  before  stated  the  real  estate,  lands,  station  buildings  and 
terminal  grounds  used  and  operated  by  the  Oregon  Railroad  &  Navi- 
gation Company  in  the  City  of  Spokane,  are  owned  by  the  Spokane 
Union  Depot  Company,  a  corporation,  the  capital  stock  of  which  appears 
to  be  owned  and  controlled  by  the  Oregon  Railroad  &  Navigation 
Company  and  the  property  is  leased  to  the  Oregon  Railroad  &  Navi- 
gation Company,  and  operated  as  a  part  of  its  system,  and  for  the 
purpose  of  ascertaining  the  value  of  the  property  owned  by  the  Ore- 
gon Railroad  &  Navigation  Company,  the  said  property  is  treated  in 
these  findings  as  being  owned  by  it. 

That  the  Spokane  Union  Depot  Company  and  the  Oregon  Railroad 
&  Navigation  Company  have  expended  in  purchasing  lands,  grading, 
improving,  track  laying,  and  in  betterments  and  improvements  down 
to  the  30th  day  of  June,  1907,  on  such  property,  not  including  the 
Jenkins  property  hereinafter  referred  to,  the  sum  of  $1,030,824.00  of 
which  $753,751.45  is  charged  to  lands  and  depot  grounds  and  which 
last  mentioned  disbursement  and  sum  is  made  up  of  the  following 
items:  $151.45  in  cash,  4,996  shares  of  stock  of  the  Spokane  Union 
Depot  Company  of  the  par  value  of  $499,600.00,  first  mortgage  bonds 
of  the  Spokane  Union  Depot  Company  in  the  sum  of  $254,000.00,  said 
first  mortgage  bonds,  capital  stock  and  the  said  sum  of  $151.45  in 
cash,  being  paid  to  the  Seattle  Lake  Shore  and  Eastern  Railway  Com- 
pany as  the  purchase  price  of  the  Spokane  Union  Depot  grounds. 
That  in  order  to  reproduce  the  grading  on  the  said  grounds  it  would 
be  necessary  to  move  114,585  cubic  yards  of  solid  rock  excavation; 


294  RAILROAD    COMMISSION    OF   WASHINGTON 

211,759  cubic  yards  of  common  excavation;  it  would  be  necessary  to 
place  19,349  ties;  it  would  be  necessary  to  lay  720.73  tons  of  steel 
rails  necessitating  the  use  of  track  fastenings  is  follows:  D,720  pounds 
of  56-pound  fish  plates,  95,499  pounds  of  GO-pound  angle  bars;  9,477 
pounds  of  bolts;  3,401  rail  braces  and  40,814  pounds  of  spikes. 

And  it  would  be  necessary  to  place  forty-two  60-pound  No.  S^/^  frogs 
with  split  switches,  complete;  three  56-pound  No.  SV2  frogs  with  stub 
switches   complete. 

It  would  be  necessary  to  lay  7.73  miles  of  track,  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to  cost 
the  sum  of  $700. uO  per  mile. 

That  it  would  be  necessary  to  ballast  7.73  miles  of  track,  which 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated 
to  cost  ?1,500.00  per  mile. 

That  in  order  to  leproduce  the  said  terminal  grounds  in  their  pres- 
ent condition,  it  would  be  necessary  to  erect  a  passenger  depot, 
freight  house,  office  building,  coal  and  ice  houses,  section  house, 
store  house,  engine  house,  blacksmith  shop,  sixty-foot  steel  turn  table, 
track  scales,  water  stations  and  fire  protection  for  freight  depot. 

That  the  Spokane  Union  Depot  Company  and  the  Oregon  Railroad 
&  Navigation  Company  have  expended  for  construction  of  their  line 
including  grading,  the  erection  and  construction  of  all  buildings  and 
improvements  on  said  lands  down  to  the  30th  day  of  June,  1907,  as 
appears  from  the  accounting  records  of  the  Oregon  Railroad  &  Navi* 
gation  Company,  the  sum  of  $277,072.55. 

That  the  said  accounting  records  show  that  there  has  been  ex- 
pended for  rails  on  said  terminal  grounds  the  sum  of  $7,243.41, 
whereas  a  greater  amount  has  necessarily  been  expended  for  such 
rails,  and  said  accounting  records  show  that  there  has  been  expended 
for  ties  $2,398.00  whereas  a  much  greater  amount  has  been  expended, 
and  the  Commission  finds  that  a  greater  sum  has  been  expended 
than  as  snown  by  the  accounting  records. 

That  it  would  cost  to  reproduce  the  improvements  on  the  said 
Spokane  terminal  grounds,  in  their  present  condition,  new,  in  cash, 
the  sum  of  $421,527.20. 

No.  23. 
That  after  a  railroad  is  originally  constructed  and  after  the  same  is 
turned  over  to  the  operating  department,  improvements  are  constantly 
made  in  the  grading  and  surfacing  of  the  road  by  section  men  and  by 
'he  operating  department  of  the  road,  the  expenditure  of  which  is 
necessarily  charged  to  the  cost  of  operation,  and  that  for  approxi- 
mately five  years  after  such  road  is  turned  over  to  the  operating 
department  the  grade  undergoes  what  is  known  as  seasoning  and 
after  said  term  of  five  years  said  grade  has  appreciated  in  value  and 
is  approximately  of  a  value  ten  per  cent,  greater  than  its  value 
wo^ld  be  at  the  time  the  same  was  turned  over  to  the  operating  de- 
partment. 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  ^95 

That  the  tunnels  remain  of  approximately  the  same  value  and 
neither  appreciate  nor  depreciate. 

That  the  bridges,  trestles  and  culverts  depreciate  annually  wooden 
bridges  materially  and  steel  and  iron  bridges  but  slightly,  and  that 
the  present  value  of  the  bridges,  trestles  and  culverts  along  all  the 
lines  of  the  Oregon  Railroad  &  Navigation  Company  is  approxi- 
mately 84.3  per  cent,  of  the  cos-t  of  reproductio-i  new. 

That  the  ties,  untreated,  have  an  average  life  of  approximately 
seven  years,  and  that  as  the  same  are  renewed  from  time  to  time 
the  expense  is  chargeable  to  operating  expenses. 

That  the  Oregon  Railroad  &  Navigation  Company  have  from  time 
to  time  renewed  their  ties  and  the  present  value  of  the  ties  is  ap- 
proximately fifty  per  cent,  of  the  cost  of  reproducing  the  same  new. 

That  the  rails,  track  fastenings,  and  frogs  and  switches  have  de- 
preciated so  that  the  present  value  of  the  same  is  approximately 
seventy-five  percent,  of  the  cost  of  reproducing  the  same  new. 

That  the  present  value  of  the  fencing  is  sixty  per  cent,  of  its 
original  value. 

That  the  present  value  of  the  crossings,  cattle  guards  and  signs 
is  approximately  50%  of  its  value  new. 

That  the  interlocking  and  signal  apparatus,  telegraph  lines,  bal- 
last and  track  laying  and  surfacing  is  an  equal  value  as  its  original 
cost. 

That  the  present  value  of  the  station  buildings  and  fixtures  is  ap- 
proximately 53.3%  of  its  value  new. 

That  the  present  value  of  the  shops,  round  houses  and  turn  tables 
is  approximately  63%  of  its  value  new. 

That  the  value  of  the  shop  machinery  and  tools  and  water  stations 
is  approximately  75%  of  its  value  new. 

That  the  present  value  of  the  fuel  stations  is  approximately  49% 
of  its  value  new. 

That  the  present  value  of  the  storage  warehouses  is  approximately 
61%  of  its  value  new. 

That  the  present  value  of  the  miscellaneous  structures  is  ap- 
proximately 57.4%  of  its  value  new. 

That  the  present  value  of  the  section  equipment  is  approximately 
70%  of  its  value  new. 

That  the  present  value  of  the  property  mentioned  in  finding  No. 
19  in  its  present  condition,  allowing  for  appreciation  and  deprecia- 
tion, basmg  the  same  solely  upon  the  cost  of  reproduction  is  the  sum 
of  $10,254,717.76. 

No.  24. 

That  the  total  equipment  of  the  Oregon  Railroad  &  Navigation 
Company  on  its  entire  line  in  Washington,  Oregon  and  Idaho  con- 
sists of  158  locomotives,  and  the  locomotive  mileage  in  the  state  of 
Washington  is  29.7  per  cent,  of  the  locomotive  mileage  of  the  system; 
sixty  coaches  and  chair  cars  and  the  car  mileage  of  coach  and  chair 
cars  in  the  state  of  Washington  is  31.6  percent,  of  the  coach  and  chair 


296  RAILROAD    COMMISSION    OF    WASHINGTON 

car  mileage  of  the  entire  system;  10  dining  and  buffet  cars  and  the 
car  mileage  of  such  dining  and  buffet  cars  in  the  state  of  Washington 
is  26  percent  of  the  dining  and  buffet  car  mileage  of  the  entire  system; 
35  baggage,  express  and  postal  cars,  and  the  car  mileage  on  such 
equipment  in  the  state  of  Washington  is  26.3  per  cent  of  the  mileage 
for  such  equipment  of  the  entire  system;  5  combination  coach  and 
baggage  cars,  the  car  mileage  of  such  equipment  in  the  state  of  Wash- 
ington being  26.3  percent  of  the  car  mileage  of  such  equipment  for 
the  entire  system;  82  coal  cars,  227  flat  cars,  297  stock  cars,  1,812 
box  cars,  160  furniture  cars,  7  refrigerator  cars,  45  oil  tanks,  20  steel 
ore  cars,  4  combination  box  and  stock  cars,  and  the  car  mileage  in 
the  state  of  Washington  of  such  equipment  is  25  percent  of  the 
total  car  mileage  on  such  equipment  for  the  entire  system;  4  busi- 
ness (company  service)  cars,  the  car  mileage  of  which  in  the  state 
of  Washington  represents  31.6  percent  of  the  car  mileage  of  such 
equipment  for  the  entire  system;  44  cabooses,  the  car  mileage  on 
such  cabooses  in  the  state  of  Washington  being  25  percent  of  the 
car  mileage  on  such  equipment  for  the  entire  system. 

Road  and  miscellaneous  cars  as  follows:  248  ballast  cars,  1 
flanger,  2  rotary  snow  plows,  8  derrick  cars,  2  pile  drivers,  8  water 
cars,  2  ballast  spreaders,  2  ballast  unloaders,  one  gravel  plow,  2  steam 
shovels,  374  work  cars,  5  coal  cars,  15  flat  cars,  6  old  coaches,  one  old 
observation  car,  one  clam  shell  and  one  outfit  car,  the  car  mileage 
on  such  equipment  in  the  state  of  W^ashington  being  27.6  percent  of 
the  car  mileage  on  such  equipment  for  the  entire  system.  That  the 
records  of  the  Oregon  Railroad  &  Navigation  Company  have  been 
so  kept  that  their  equipment  account  fails  to  show  the  amount 
of  money  expended  for  the  purchase  of  the  particular  equipment  above 
referred  to,  such  equipment  account  showing  the  amounts  expended 
for  all  equipment  used,  irrespective  of  whether  the  same  is  now  in 
existence  or  not.  The  Commission  finds  by  estimating  that  the  equip- 
ment above  described  cost  the  sum  of  $1,274,496.80. 

hat  it  would  cost  to  reproduce  that  portion  of  the  equipment  ap- 
plicable to  the  state  of  Washington,  based  upon  the  different  equip- 
ment mileage  above  set  out,  new,  in  cash,  the  sum  of  $1,499,408.00. 

That  the  present  average  value  of  the  locomotives  is  71.7  percent 
of  their  value  new. 

That  the  present  value  of  the  coaches  and  chair  cars  is  66%  of 
their  value  new. 

That  the  present  value  of  the  dining  and  buffet  cars  is  80%  of  their 
value  new. 

That  the  present  value  of  the  baggage,  express  and  postal  cars  is 
60%  of  their  value  new. 

That  the  present  value  of  the  combination  cars  is  20%  of  their 
value  new. 

That  the  present  value  of  the  freight  cars  is  56%  of  their  value  new. 

That  the  present  value  of  the  company  service  equipment  is  55.4% 
of  their  value  new. 


FINDINGS   APPLICABLE    TO    O.  R.  &  N.  CO.  297 

That  the  present  fair,  cash,  market  value  of  the  equipment  prop- 
erly chargable  to  the  state  of  Washington,  based  on  the  equipment 
mileage  before  stated,  on  the  30th  day  of  June,  1907,  was  and  is  the 
sum  of  $921,360.00. 

No.   25. 

That  the  lines  of  the  Oregon  Railroad  &  Navigation  Company  in 
the  state  of  Washington  extend  through  a  highly  developed  and  rich 
agricultural  section  producing  annually  large  quantities  of  wheat  and 
grain,  which  wheat  and  grain  is  shipped  over  the  lines  of  the  Ore- 
gon Railroad  &  Navigation  Company  to  Portland,  Oregon,  either  in 
its  natural  condition  or  in  flour  and  mill  feed,  large  portions  of 
such  wheat  and  grain  and  flour  being  exported  to  foreign  markets. 
That  along  the  line  of  the  said  railroad  there  are  many  warehouses 
owned  by  private  individuals,  situate  upon  the  company's  right  of 
way  affording  good  facilities  for  storage  and  shipment  of  such  grains 
and  by  reason  thereof  adding  great  value  to  the  lines  of  the  said 
railroad.  That  as  before  stated  the  lines  of  the  said  road  in  Wash- 
ington, are  a  part  of  the  system  of  the  Oregon  Railroad  &  Naviga- 
tion Company  having  its  terminals  at  Portland. 

That  the  said  railroad  company  owns  in  Portland  large  terminal 
grounds  and  owns  docks  and  ware  houses  and  along  its  line  in  Port- 
land there  are  constructed  and  in  operation  large  docks  and  ware- 
houses owned  by  private  individuals,  all  of  which  docks  and  ware- 
houses afford  ample  facilities  for  the  handling  and  storing  of  the  wheat 
and  grain,  and  ample  facilities  for  the  transhipment  of  the  same 
from  the  rail  lines  to  water  lines,  which  facilities  owned  by  the 
Oregon  Railroad  &  Navigation  Company  and  owned  by  private  in- 
dividuals are  of  great  value  to  the  lines  of  the  Oregon  Railroad  and 
Navigation  Company  situate  within  the  state  of  Washington,  in  that 
it  permits  the  Oregon  Railroad  &  Navigation  Company  to  afford  ample 
facilities  to  the  shippers  along  its  line  to  handle  and  care  for  the 
product  of  the  soil  in  an  advantageous  manner. 

That  a  very  large  proportion  of  the  business  transacted  by  the 
Oregon  Railroad  &  Navigation  Company  is  interstate  business,  that 
is  to  say,  business  originating  in  Washington,  passing  over  the  lines 
in  Washington  and  over  the  lines  in  Oregon  destined  to  Portland,  and 
business  originating  in  Portland,  passing  over  the  lines  of  the  Ore- 
gon Railroad  and  Navigation  Company  in  Oregon  and  over  the  lines 
of  the  said  Company  in  Washington. 

That  the  terminals  In  the  city  of  Spokane,  hereinbefore  referred 
to  are  required  largely  by  the  said  Oregon  Railroad  &  Navigation 
Company  in  the  conduct  of  its  interstate  business  and  give  an  increased 
value  to  the  entire  system  of  the  said  company  and  to  each  mile  of 
its  road  wherever  situate. 

No.  26. 

That  included  in  said  buildings  and  structures  along  the  line  of 
the  Oregon  Railroad  &  Navigation  Company,  are  certain  warehouses 


298  RAILROAD    COMMISSION    OF    WASHINGTON 

aggregating  40,769  square  feet  floor  area,  estimated  to  cost  new 
the  sum  of  $40,769.00,  and  having  a  present  value  of  $24,889.19.  These 
warehouses  are  used  by  the  Oregon  Railroad  &  Navigation  Company 
in  its  capacity  as  a  warehouseman  and  not  in  its  capacity  as  a  com- 
mon carrier,  the  same  being  used  for  the  storage  of  grain  in  the  same 
manner  as  warehouses  along  its  line  owned  by  private  individuals. 

No.  28. 

That  the  Oregon  Railroad  &  Navigation  Company  have  their  gen- 
eral shops  for  repairing  and  constructing  equipment  and  such  general 
repairs  as  are  necessary  in  the  operation  of  a  railroad  in  the  city  of 
Portland,  Oregon. 

That  such  repair  shops  are  necessary  for  the  conduct  and  opera- 
tion of  a  railroad  and  adds  greatly  to  the  value  of  the  rail  lines  of 
the  said  company  in  the  state  of  Washington. 

No.  28. 
That  the  right  of  way,  terminal  grounds  and  real  estate  used  by 
said  railroad  company  for  railroad  purposes,  exclusive  of  the  Spokane 
terminals  owned  by  the  Spokane  Union  Depot  Company,  and  herein- 
before referred  to,  cost  the  Oregon  Railroad  &  Navigation  Company, 
the  sum  of  $320,530.51,  Which  sum  is,  however,  included  within  the 
cost  of  construction  of  the  different  portions  of  said  lines  hereinbefore 
given. 

No.  29. 
That  in  order  to  acquire  lands  for  right-of-way  it  is  necessary  for 
such  railro9,ds  to  pay,  in  addition  to  the  actual  market  value  of  the 
lands  taken,  a  sum  ranging  from  the  actual  value  to  500  percent  ad- 
dition to  such  market  value,  to  cover  consequential  damages  to  lands 
not  taken  and  because  of  the  necessities  of  the  railroads  to  have  the 
particular  piece  of  land  sought  as  necessary  for  their  right-of-way. 

No.  30. 

That  it  would  cost  at  the  present  time  to  reproduce  the  right  of 
way,  lands  and  terminal  grounds  of  the  said  railroad,  used  for  rail- 
road purposes,  and  such  as  it  now  owns  which  in  the  immediate 
future  will  be  necessary  for  it  to  use  for  railroad  purposes,  the  »um 
of  $2,248,169.73,  which  sum  is  divided  along  the  line  of  said  railroad 
as  follows: 

That  part  of  the  main  line  of  the  said  Oregon  Railroad  &  Navi- 
gation Company  extending  from  the  southeasterly  limits  of  the  city 
of  Spokane  to  the  Southerly  boundary  of  Spokane  County,  the  sum  of 
$156,430.50. 

That  portion  of  the  main  line  extending  from  the  south  boundary 
of  Spokane  County  down  to  the  Snake  River  and  all  being  in  Whitman 
County,  the  sum  of  $451,695.27. 

That  portion  of  the  main  line  in  Columbia  County  extending  from 
Riparia  to  the  East  boundary  of  Walla  Walla  County,  the  sum  of 
$11,448.00. 


FINDINGS   APPLICABLE    TO   O.  R.  &  N.  CO.  ^99 

All  of  that  portion  of  the  main  line  extending  from  the  boundary 
between  Columbia  and  Walla  Walla  counties  to  the  Washington- 
Oregon  state  line,  the  sum  of  $61,362.15. 

That  portion  of  the  branch  line  of  the  Oregon  Railroad  &  Navi- 
gation Company  extending  from  Fairfield  to  Waverly  in  Spokane 
County,    the    sum    of    $7,944.00. 

That  portion  of  the  branch  lines  of  the  said  railroad  in  Whitman 
County  extending  from  Tekoa  to  the  state  line,  from  Connell  to  the 
Idaho  State  line  and  from  La  Crosse  to  the  Adams  County  line,  the 
sum   of   $120,169.06. 

That  portion  of  the  branch  line  extending  from  Connell  to  the 
boundary  between  Adams  and  Franklin  Counties,  the  sum  of  $30,000.00. 

That  portion  of  the  branch  line  extending  through  Adams  County 
the  sum  of  $9,019.60. 

All  that  portion  of  the  branch  line  in  Columbia  County  extending 
from  Grange  City  to  the  Columbia- Walla  Walla  County  boundary  line 
and  from  Starbuck  to  the  Columbia-Garfield  county  line,  and  from 
the  Columbia-Walla  Walla  coilnty  line  to  Turner,  the  sum  of  $109,455.48. 

That  portion  of  the  branch  line  in  Garfield  County  extending  from 
the  Garfield-Columbia  County  line  to  Pomeroy,  the  sum  of  $38,331.36. 

All  that  portion  of  the  branch  line  in  Walla  Walla  County  extending 
from  Bolles  Junction  Northerly  to  the  Walla  Walla-Columbia  county 
line,  and  from  Bolles  Junction  easterly  to  the  Walla  Walla-Columbia 
county  line  and  extending  from  Bolles  Junction  to  the  northerly 
limits  of  Walla  Walla,  and  extending  from  the  Oregon-Washington 
state  line  to  the  southerly  limits  of  Walla  Walla,  and  extending  from 
the  westerly  limits  of  Walla  Walla  to  Wallula  the  sum  of  $169,074.46. 

All  that  portion  of  the  branch  line  extending  from  Seltice  to 
Winona,   the   sum  of  $136,000.00. 

And  that  portion  of  the  line  between  the  corporate  limits  of  the 
city  of  Walla  Walla,  the  sum  of  $122,350.60. 

That  it  would  cost  to  reproduce  the  lands  embraced  within  the 
right  of  way  and  terminals  at  Spokane,  owned  by  the  Spokane  Union 
Depot  Company  but  operated  by  the  Oregon  Railroad  &  Navigation 
Company,  the  sum  of  $824,883.75,  not  including  the  property  known 
as  the  Jenkins  tracts  hereinafter  referred  to. 

No.  31. 
That  the  Oregon  Railroad  &  Navigation  Company  own  in  the 
city  of  Spokane  in  addition  to  the  property  hereinbefore  described 
as  the  Union  Depot  Grounds,  two  tracts  of  land  purchased  from  D. 
P.  Jenkins,  one  of  such  tracts  of  land  being  bounded  by  Monroe, 
Mallon,  Gardner,  and  the  Westerly  limits  of  Jefferson  street,  and 
constituting  464,625  square  feet,  and  a  triangular  piece  bounded  by 
Mallon,  Mpnroe,  center  of  Mill  street  and  the  right-of-way  of  the  St. 
Paul,  Minneapolis  and  Manitoba  railroad  company,  and  containing 
340,027  square  feet.  That  said  property  is  of  the  reasonable  market 
value  and  it  would  cost  to  reproduce  the  same  the  sum  of  $225,000.00. 


300  RAILROAD    COMMISSION    OF    WASHINGTON 

That  such  property  is  not  used  by  the  Oregon  Railroad   &  Naviga- 
tion Company  for  railroad  purposes. 

That  it  is  the  intention  of  the  Oregon  Railroad  &  Navigation 
Company  to  extend  its  lines  on  to  said  property  and  lease  the  same 
for  warehouse  purposes,  and  the  Commission  finds  that  the  same  is 
not  now  necessary,  nor  will  the  same  be  necessary  in  the  immediate 
future,  for  railroad  purposes,  and  that  the  same  is  commercial  prop- 
erty and  used  by  the  Oregon  Railroad  &  Navigation  Company  for 
Commercial  purposes. 

No.  32. 

That  the  Oregon  Railroad  &  Navigation  Company  own,  in  addi- 
tion to  the  property  hereinbefore  referred  to,  in  the  city  of  Walla 
Walla  a  tract  of  land  irregular  in  shape,  North  of  Rose  street  and 
east  of  a  line  200  feet  east  of  the  center  line  of  the  main  track  of 
the  Oregon  Railroad  &  Navigation  Company,  lying  North  of  Rose 
street  and  east  of  Ritz  Ave.,  said  property  being  what  is  known  as 
the  McCauley,  Miller  &  McCool  tracts,  containing  approximately  24 
acres  of  land.  That  said  property  is  not  used  by  the  Oregon  Railroad 
&  Navigation  Company  for  Railroad  purposes. 

That  the  same  is  intended  to  be  used  by  it  for  warehouse  purposes 
said  railroad  company  intending  to  extend  its  tracks  on  said  property 
for  the  purpose  of  accommodating  such  warehouses  and  affording  facili- 
ties therefor,  and  the  same  is  not  necessary  now  or  in  the  immediate 
future  for  the  use  of  said  company  for  railroad  purposes  and  the  Com- 
mission finds  the  same  to  be  commercial  property. 

That  the  said  property  last  above  described  is  of  the  value  of  ap- 
proximately $116,000.00. 

No.   33. 

That  the  Oregon  Railroad  &  Navigation  Company  traverses  the 
counties  of  Spokane,  Whitman,  Adams,  Franklin,  Garfield,  Columbia, 
and  Walla  Walla. 

That  said  counties  have  an  area  of  9,707  square  miles  and  a  popu- 
lation of  222,610  people. 

That  said  company  carries  annually  over  its  lines  in  the  state  of 
Washington  approximately  1,260,000  tons  of  freight.  State  and  Inter- 
state, aggregating  approximately  140,000,000  ton  miles  of  freight 
carried  annually,  and  over  its  lines  in  the  state  of  Washington  and 
carried  annually  approximately  5-50,000  passengers,  state  and  inter- 
state, aggregating  40,000,000  passengers  carried  one  mile. 

No.  34. 

That  in  order  to  operate  the  railroad  it  is  necessary  for  the  road 
to  have  constantly  on  hand  stores  and  supplies  to  meet  exigencies 
as  they  arise. 

That  the  Oregon  Railroad  &  Navigation  Company  has  now  on 
hand,  stores  and  supplies,  for  use  upon  its  lines  within  the  state  of 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  gQl 

Washington  and  necessary  therefor,  of  the  reasonable  market  value 
of  $241,335.00. 

That  said  stores  on  hand  consist  of  all  kinds  of  material  entering 
into  the  construction,  improvement,  betterment  and  operation  of  a 
road  and  when  the  same  are  used  to  repair,  improve  or  use  in  opera- 
tion, they  are  charged  up  to  operating  expenses  or  improvements  and 
betterments  as  the  facts  may  justify. 

No.  35. 

That  of  the  ties  hereinbefore  set  out  as  being  necessary  to  be 
laid  in  the  main  line  approximately  50  per  cent  of  such  ties  are 
burnettized. 

And  of  the  ties  hereinbefore  mentioned  as  being  necessary  to  be 
laid  to  reproduce  the  terminals  at  Spokane  all  of  such  ties  are  burnet- 
tized. 

No.  36. 

That  the  Oregon  Railroad  &  Navigation  Company's  lines  through 
Eastern  Washington  traverse  a  rich  agricultural  section  producing 
annually  large  quantities  of  grain  destined  for  shipment  over  the  lines 
of  the  said  railroad  company  in  car  load  lots  including  approximately 
15,000,000  million  bushels  of  wheat  annually.  Large  quantities  of  the 
wheat,  or  its  product  in  flour,  is  carried  over  the  lines  of  the  Oregon 
Railroad  and  Navigation  Company  to  Portland  and  after  arriving  at 
its  destination  in  Portland  is  shipped  to  foreign  ports.  That  along  the 
line  of  the  Oregon  Railroad  &  Navigation  Company  in  the  state  of 
Washington,  there  is  adequate  warehouse  facilities  for  the  handling 
or  storage  of  grain,  which  ware  houses  are  owned  "and  operated, 
excepting  as  to  the  warehouses  approximating  in  value  $40,769.00, 
hereinbefore  referred  to,  by  private  individuals  as  warehousemen,  but 
which  warehouses  add  greatly  to  the  facilities  for  freight  shipment, 
and  add  to  the  value  of  the  railroad  lines. 

No.  37. 

That  since  the  construction  of  the  lines  of  the  Oregon  Railroad 
&  Navigation  Company  through  the  state  of  Washington,  said  company 
has  annually  expended  large  sums  of  money  advertising  and  exploit- 
ing the  resources  of  the  country  adjacent  to  its  line  and  has  en- 
couraged immigration  along  its  lines  so  that  the  country  adjacent  and 
tributary  to  its  lines  has  a  comparatively  large  population  and  great 
density  of  traffic  compared  with  other  portions  of  the  state  of  Wash- 
ington, which  density  of  traffic  and  population  add  value  to  the  said 
lines. 

No.  38. 

(In  view  of  the  fact  that  the  Oregon  Railroad  &  Navigation  Com- 
pany introduced  testimony  tending  to  show  the  value  of  the  terminals 
and  shops  owned  by  it  in  the  state  of  Oregon,  the  Commission  makes 
the  following  finding:) 

The  Commission  finds  that  of  the  property  described  as  the  Al- 


302  .  RAILROAD    COMMISSION    OF    WASHINGTO" 

bina  yards  and  terminals,  that  a  strip  of  land  lying  along  the  Wil- 
lamette River  and  having  a  frontage  on  said  river  of  6,353  feet,  such 
portions  as  are  now  in  use  are  used  by  the  said  Company  for  com- 
mercial purposes,  and  that  such  river  frontage  is  not  required  for 
railroad  purposes,  and  that  such  river  frontage  has  a  value  of 
$635,300.00. 

The  Commission  further  finds  that  of  that  portion  in  section  21,  all 
except  a  small  portion  used  by  the  Oregon  Railroad  &  Navigation 
Company  for  its  track  running  to  the  Portland  Flouring  mill  and  its 
track  running  to  St.  Johns,  is  not  now  in  use  nor  is  the  same  neces- 
sary for  the  use  of  the  company  in  the  operation  of  its  railroad. 

That  all  that  portion  in  section  28  except  the  strip  of  land  covered 
by  tracks  adjoining  the  river  frontage  property  hereinbefore  mentioned 
is  not  now  used  nor  is  the  same  necessary  for  the  use  of  the  said 
company  for  railroad  purposes. 

That  the  reasonable  value  to  be  allowed  for  that  portion  of  the 
Albina  property  in  Portland  used  by  the  company,  and  such  as  would 
be  necessary  for  its  use  in  the  immediate  future  is  the  sum  of 
$650,000.00. 

The  Commission  finds  that  the  reasonable  market  value  of  the 
property  owned  by  the  Oregon  Railroad  &  Navigation  Company  in 
Portland,  known  as  the  Alaska  Dock  and  the  Ainsworth  dock,  is  the 
BUm  of  $997,874.00. 

The  Commission  finds  that  the  Northern  Pacific  Terminal  Com- 
pany of  Oregon  is  a  corporation  and  that  it  owns  extensive  and  valu- 
able terminals  in  the  city  of  Portland. 

That  £he  terminal  grounds  were  procured  by  such  terminal  com- 
pany and  the  improvements  thereon  constructed  by  moneys  raised 
from  the  sale  of  bonds  of  the  Northern  Pacific  Terminal  Company, 
which   bonds   are   still   outstanding. 

That  the  Northern  Pacific  Terminal  company  operates  its  property 
under  a  contract  between  the  Northern  Pacific  Railway  Company,  the 
Union  Pacific  Railroad  Company  and  the  Oregon  Railroad  &  Naviga- 
tion Company,  its  earnings  to  be  applied  to  the  satisfaction  and  re- 
tiring of  the  bonds  of  said  company,  the  stock  of  said  Northern  Pa- 
cific Terminal  Company  being  in  the  hands  of  a  trustee  and  such 
stock  to  be  issued  to  the  Northern  Pacific  Railway  Company,  the 
Union  Pacific  Railroad  Company  and  the  Oregon  Railroad  &  Naviga- 
tion Company,  in  proportion  to  the  amounts  which  the  said  companies 
respectively  pay  into  the  hands  of  the  trustee  for  the  purpose  of  re- 
tiring the  bonds. 

That  the  accounting  records  of  the  Oregon  Railroad  &  Navigation 
Company  show  that  it  has  expended  in  the  construction  of  their  roads, 
side  tracks,  buildings,  improvements  and  betterments,  shop  machinery 
and  tools  and  filling  of  bridges  the  sum  of  $1,997,768.00. 

That  the  depreciation  of  said  structures  and  improvements  would 
more  than  offset  any  additional  cost  in  construction  over  what  the 
same  originally  cost. 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CO.  gQS 

That  the  car  and  locomotive  mileage  in  the  state  of  Washington  is 
approximately  27.5  per  cent  of  the  total  car  and  locomotive  mileage 
of  the  Oregon  Railroad  &  Navigation  Company's  system:  The  track 
mileage  in  the  state  of  Washington  being  40.18%  of  the  total  track 
mileage  of  said  company. 

No.  39. 
That  the  Oregon  Railroad  &  Navigation  Company  has  expended  for 
its  property  of  every  kind  and  character  in  this  state  used  for  rail- 
road purposes,  and  such  as  it  will  be  necessary  for  it  to  use  in  the 
immediate  future,  the  sum  of  $14,244,240.93. 

No.  40. 

That  it  would  cost  to  reproduce  new  the  line  of  the  Oregon  Rail- 
road &  Navigation  Company,  in  cash,  including  all  terminals  within 
the  state  of  Washington,  all  real  estate  used  by  the  railroad  for  rail- 
road purposes  and  such  as  is  reasonably  necessary  in  the  immediate 
future,  and  all  improvements  thereon  and  including  all  equipment  as 
new,  as  the  same  existed  on  the  30th  day  of  June,  1907,  the  sum 
of  ?15,891,452.13. 

No.  41. 

That  the  present  depreciated  value  of  the  property  mentioned  in 
the  preceding  finding,  basing  the  same  solely  on  the  cost  of  repro- 
ducing the  same  now,  is  the  sum  of  $13,933,671.94. 

No.  42. 

That  for  the  sake  of  brevity  the  words  "interstate  freight"  and 
"interstate  tonnage"  and  "state  freight"  and  "state  tonnage"  are  de- 
fined  and  used  as  follows: 

Interstate  freight  or  interstate  tonnage  is  freight  or  tonnage  that 
originates  on  the  line  of  the  said  road  within  the  state  of  Washington, 
passing  over  the  lines  within  the  state  and  over  the  lines  of  said 
road  beyond  the  limits  of  the  state;  or,  freight  originating  outside  the 
state  of  Washingto?!,  destined  to  points  within  the  state  and  passing 
over  the  lines  without  the  state  and  over  the  lines  within  the  state  of 
Washington;  or,  freight  originating  outside  the  state  of  Washington, 
destined  to  points  without  the  state  passing  over  the  lines  of  said  rail- 
road without  the  state  and  over  the  said  lines  within  the  state;  or, 
freight  originating  within  the  state  of  Washington  destined  to  points 
within  the  state  of  Washington  but  passing  over  the  lines  of  the  said 
road  both  within  and  without  the  state. 

State  freight  and  tonnage  as  hereinafter  used  is  freight  originating 
on  the  lines  of  said  railroad  within  the  state  of  Washington,  destined 
to  points  within  the  state  of  Washington,  and  passing  over  the  lines 
of  said  railroad  wholly  within  the  state. 

Interstate  passengers  are  passengers  traveling  on  a  continuous 
contract  with  said  railroad  company  over  its  lines  both  within  and 
without  the  state. 


304.  RAILROAD  COMMISSION   OF  WASHINGTON 


State  passengers  are  passengers  traveling  over  the  said  line  on 
continuous  contracts  on  the  lines  wholly  within  the  state  of  Wash- 
ington. 

No.  43. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  Oregon  Rail- 
road &  Navigation  Company  carried  over  its  lines  in  the  state  of 
Washington  1,258,578  tons  constituting  139,189,398  tons  of  freight 
carried  one  mile  over  its  said  lines. 

That  of  the  said  tons  carried  one  mile  approximately  17.08% 
thereof  was  state  freight  and  82.92%  thereof  was  interstate  freight 
and  tonnage. 

That  of  the  said  ton  miles  of  freight  carried  over  the  lines  in  the 
state  of  Washington,  approximately  29,33%  thereof  was  grain,  includ- 
ing wheat,  oatn.  flour,  barley,  feed  and  flax,  and  of  which  ton  miles 
of  grain  5.8%  thereof  as  state  tonnage  and  94.20%  thereof  was  inter- 
state tonnage.  That  said  grain  was  hauled  an  average  distance  of 
40.5  miles  and  that  said  interstate  grain  was  hauled  an  average 
distance  of  291.6  miles,  102.3  miles  of  which  was  over  the  lines  within 
the  state  of  Washington  and  189.3  miles  of  which  was  over  the  lines 
of  said  company  without  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid  approximately  14.89% 
thereof  was  lumber,  of  which  1.13  was  state  and  98.87%  was  inter- 
state. That  the  average  distance  hauled  of  said  lumber  was  state 
63.4  miles  and  interstate  335.2  miles,  of  which  147.5  miles  was  within 
the  state  of  Washington  and  187.7  miles  was  over  the  lines  of  said 
company  outside  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid  2.98%  thereof  con- 
sisted of  logs  and  other  forest  products,  of  which  28.79%  was  state 
freight  and  71.21%  was  interstate  freight  and  of  which  the  state  freight 
was  hauled  an  average  distance  of  60.9  miles  and  the  interstate  por- 
tion thereof  was  hauled  194.6  miles,  of  which  65.2  miles  was  within 
the  state  of  Washington,  and  129.4  miles  was  over  the  lines  of  said 
company  outside  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid  4.34%  thereof  con- 
sists of  coal,  of  which  7.21%  thereof  was  state  tonnage  and  92.79% 
thereof  was  interstate  tonnage.  That  said  state  tonnage  was  hauled 
an  average  distance  of  44.6  miles  and  said  interstate  tonnage  an  aver- 
age distance  of  376.2  miles,  131.4  miles  of  which  was  over  the  lines 
of  said  road  within  the  state  of  Washington  and  244.8  miles  of  which 
was  over  the  lines  of  said  road  without  the  state  of  Washington. 

That  of  said  ton  miles  so  carried  as  aforesaid  16.57%  thereof  con- 
sisted of  ore,  all  of  which  was  interstate  freight,  and  moved  an  average 
distance  of  204.4  miles,  124.4  miles  of  which  was  over  the  lines  of 
said  road  within  the  state  of  Washington  and  80  miles  of  whicn  was 
over  the  lines  of  said  road  without  the  state  of  Washington. 

That  of  said  ton  miles  of  freight  so  carried  as  aforesaid  approxi- 
mately 3.51%  thereof  consisted  of  freight  in  less  car  loads  of  which 
21.57%  was  state  freight  and  moved  an  average  distance  of  64  miles. 


FINDINGS   APPLICABLE   TO   O.  R.  &  N.  CO.  305 


and  78.42%  thereof  was  interstate  freight  and  moved  an  average 
distance  of  294.8  miles,  117.2  miles  of  which  was  over  the  lines  of 
said  company  within  the  state  of  Washington  and  177.6  miles  of  which 
was  over  the  lines  of  said  road  without  the  state  of  Washington. 

That  the  balance  of  said  ton  miles  approximating  28.38%  consisted 
of  miscellaneous  car  load  freight  moving  under  special  commodity 
rates,  consisting  of  more  than  100  commodities,  of  which  approximately 
8.27%  was  state  freight  moving  an  average  distance  of  31.1  miles,  and 
91.73%  of  which  was  interstate  freight  moving  an  average  distance 
of  340.5  miles,  162.3  miles  of  which  was  over  the  lines  of  said  com- 
pany within  the  state  of  Washington,  and  178.2  miles  of  which  was 
over  the  lines  of  said  company  without  the  state  of  Washington. 

No.  44. 

That  the  Oregon  Railroad  &  Navigation  Company  is  allied  with 
and  controlled  by  the  Union  Pacific  Railroad  Company,  the  said 
Union  Pacific  Railroad  Company  also  controlling  the  Oregon  Short 
liine  Railroad  Company. 

That  the  capital  stock  of  the  said  Oregon  Railroad  &  Navigation 
Company  consists  of  240,000  shares  of  the  par  value  of  $100.00  per 
share,  of  common  stock,  aggregating  $24,000,000  and  $11,000,000  par 
value  of  preferred  stock.  That  of  said  common  stock  $23,979,300  par 
value  is  owned  by  the  Oregon  Short  Line  Railroad  Conapany,  $500.00 
thereof  being  owned  by  the  Oregon  Railroad  &  Navigation  Company, 
leaving  $20,200  thereof  in  the  hands  of  the  public.  That  said  $23,- 
979,300.00  worth  so  owned  by  the  Oregon  Short  Line  is  hypothicated 
as  collateral  security  to  secure  the  payment  of  the  bonds*  of  the 
Oregon  Short  Line  and  no  part  thereof  is  available  for  sale  on  the 
market. 

That  of  said  $ll,OuO,000.00  par  value  of  preferred  stock  $10,869, 
220.00  par  value  thereof  is  owned  by  the  Oregon  Short  Line  Company 
and  $122,900.00  par  value  thereof  is  owned  by  the  Oregon  Railroad  & 
Navigation  Company,  there  being  in  the  hands  of  the  public  but 
$7,880.00  par  value  thereof  of  said  preferred  stock. 

That  of  said  preferred  stock  in  the  hands  of  the  Oregon  Short  Line 
Company  and  the  Oregon  Railroad  &  Navigation  Company  as  afore- 
said, $10.866,o00,000  par  value  is  pledged  as  collateral  security  to 
secure  the  payment  of  their  bonds  and  is  not  available  for  sale  on 
the  market. 

That  the  Oregon  Short  Line  Railroad  Company  is  organized  with 
a  capital  stock  of  $27,460,100.00  of  which  $27,340,700.00  is  owned  by 
the  Union  Pacific  Railroad  Company  and  $109,400.00  is  owned  by  the 
Oregon  Short  Line,  leaving  in  the  hands  of  the  public  $10,000.00  worth 
par  value. 

That  the  Columbia  &  Palouse  Railroad  Company  operated  by  the 
Oregon  Railroad  &  Navigauon  Company  has  a  capital  stock  of  $1,000,- 
000.00  all  of  which  is  owned  by  the  Oregon  Railroad   &  Navigation 
Company  and  all  of  which  is  hypothicated  and  pledged. 
20— A 


306  RAILROAD    COMMISSION    OF   WASHINGTON 

That  the  Walla  Walla  &  Columbia  River  Railroad  Company  is 
organized  with  a  capital  stock  of  $700,000.00  all  of  which  is  owned  by 
the  Oregon  Railroad  &  Navigation  Company  and  all  of  which  is  hypo- 
tuicated  and  pledged. 

That  the  Snake  River  Valley  Railroad  Company  has  issued  of  its 
capital  stock  $750,000,00  all  of  which  is  owned  by  the  Oregon  Railroad 
&  Navigation  Company 

That  the  Columbia  &  Southern  Railroad  Company  is  organized 
with  a  capital  stock  of  $300,000.00  all  of  which  capital  stock  appears 
to  be  owned  either  by  the  Union  Pacific  Railroad  Company  or  the 
Oregon  Short  Line  Railroad  Company. 

That  the  capital  stock  of  the  Columbia  River  and  Oregon  Central 
Railroad  consists  of  $50,000.00  all  of  which  appears  to  be  owned  by 
the  Union  Pacific  Railroad  Company  or  the  Oregon  Short  Line. 

Making  a  total  capitalization  of  $37,800,000.00. 

That  by  reason  of  the  facts  aforesaid  the  Commission  has  been 
unable  to  ascertain  any  evidence  tending  to  show  that  any  of  the  said 
stock  has  been  soid  within  a  reasonable  time  or  any  evidence  which 
will  tend  to  show  the  market  value  of  said  stock. 

That  tne  bonded  indebtedness  of  the  said  Oregon  Railroad  & 
Navigation  Company  consists  of  $3,000.00  of  first  mortgage  bonds  of 
the  Oregon  Railroad  &  Navigation  Company  dated  June  6th,  1879, 
and  due  and  'payable  July  1st,  1909,  which  bonds  tne  Commission  finds 
are  worth  par. 

$22,022,800.00  of  consolidated  mortgage  bonds  bearing  date  June 
1st,  1896,  and  due  and  payable  June  1st,  1946,  and  drawing  interest  at 
the  rate  of  4  per  cent,  per  annum.  That  said  consolidated  bonds  have 
sold  on  the  market  as  follows:  (The  figures  first  hereinafter  given 
showing  the  lowest  quotation  during  the  month  and  the  second  figures 
the  highest  figures  during  such  corresponding  month.) 

For  the  year  1903: 

January    100%  101% 

February    101%  101  % 

March 99%  101  Vz 

April    997/8  101 

June    97%  98% 

July  97  98% 

August    971^  98.. 

September  96%  97% 

October    98  lOOVz 

November    99%  100% 

December      97%  99 

For  the  year  1904: 

January 98%  lOOVs 

February    98i^  100% 

March   99  101% 

April    101%  101% 


FINDINGS    APPLICABLE    TO    O.  R.  &  N.  CO.  gQT 


May  102  102% 

June    1021/2  

July  101%  102^ 

August    101%  1021/^ 

September  102i^  103 

October 103  103% 

November 103l^  104i^ 

December    102  102^^ 

For  the  year  1905: 

January 102%  lOSi^ 

February    102%  103^4 

March   IO21/2  103^4 

April    1021^  103% 

May  1021/8  104 

June    102  102i^ 

July   1021/2  1033/8 

August    103  103% 

September  102%  103% 

October    1021/8  103% 

November    102%  103i^ 

December    lOOi/^  101 

For  the  year  1906: 

January    100%  lOli/^ 

February    100%  101% 

March   101  101 1^ 

April   lOOVa  102 

May    1001^  101% 

June    991^  100% 

July  10014  1001/2 

August 10014  1011^ 

September 100%  lOli^ 

October    100%  101% 

November    101  101% 

December    98i^  99% 

For  the  year  1907: 

January    97y8  99i^ 

February    981/^  99 

March  98  99 

April    97%  99 

May  98  99 

June    95%  96 

July  95%  97% 

August    94  9614 

September  96%  95 

October 92i^  95 

November    87  90 

December    88  90i^ 


g08  RAILROAD    COMMISSION    OP   WASHINGTON 

That  in  addition  to  the  said  bonds  of  the  Oregon  Railroad  &  Navi- 
gation Company  there  is  a  further  bonded  indebtedness  of  the  Columbia 
&  Palouse  Railroad  Company  amounting  to  the  sum  of  $2,829,000.00 
all  of  which  bonds  are  owned  by  the  Oregon  Railroad  &  Navigation 
Company  and  are  hypothicated  by  it  as  collateral  security.  Also  the 
bonds  of  the  Snake  River  Valley  Railroad  Company  in  the  sum  of 
$1,500,000.00  all  of  which  said  bonds  are  owned  by  the  Oregon  Railroad 
&  Navigation  Company.  Also  the  bonds  of  the  Columbia  &  Southern 
Railroad  Company  in  the  sum  of  $700,000.00  all  of  which  is  owned  by 
the  Oregon  Railroad  &  Navigation  Company.  And  the  bonds  of  the 
Columbia  River  and  Oregon  Central  Railroad  Company  amounting  to 
the  sum  of  $675,000.00,  which  bonds  appear  to  be  owned  by  either  the 
Union  Pacific  Railroad  Company  or  the  Oregon  Short  Line  Railroad 
Company,  making  an  apparent  bonded  indebtedness  against  the  said 
lines  operated  by  the  Oregon  Railroad  &  Navigation  Company  of  the 
sum  of  $27,729,800.00. 

That  the  Columbia  &  Palouse  Railroad  Company  bonds,  the  Snake 
River  valley  railroad  bonds,  the  Columbia  &  Southern  Railroad  Com- 
pany bonds  and  the  Columbia  River  and  Oregon  Central  Railroad  Com- 
pany bonds  are  not  available  or  oitered  for  sale  in  the  open  market 
and  the  Commission  is  therefore  unableto  give  the  market  value 
thereof. 

No.  45. 

That  the  Oregon  Railroad  &  Navigation  Company's  lines  oper- 
ated in  the  state  of  Washington  are  divided  in  divisions  as  herein- 
after stated. 

That  portion  of  the  line  extending  from  the  Washington-Oregon 
Boundary  line  to  Starbuck,  Wash.,  a  distance  of  84.81  miles,  there  are 
239  curves  aggregating  a  length  of  32.32  miles;  that  there  are  52.9 
miles  of  straight  track  and  4.07  miles  of  level  track;  that  there  are 
33  ascending  grades,  making  an  aggregate  ascent  of  2,187  feet  and 
having  a  total  length  of  51.50  miles.  That  there  are  32  descending 
grades,  making  an  aggregate  descent  of  1,895  feet  and  having  an  aggre- 
gate length  of  29.24  miles. 

That  on  that  portion  of  the  line  extending  from  Wallula,  Wash., 
to  Grange  City  Junction,  a  distance  of  65.85  miles,  there  are  150  curves, 
aggregating  a  distance  of  27.32  miles;  that  there  are  38.53  miles  of 
straight  track  and  14.54  miles  of  level  track;  that  there  are  21  ascend- 
ing grades  making  an  aggregate  ascent  of  390  feet,  having  an  aggre- 
gate length  of  34.47  miles;  that  there  are  15  descending  grades  making 
an  aggregate  descent  of  193  feet  and  having  an  aggregate  length  of 
16.84  miles. 

That  on  that  portion  of  the  line  extending  from  Bolles  Junction 
to  Turner,  Wash.,  a  distance  of  25.06  miles,  there  are  65  curves  aggre- 
gating a  distance  of  8.17  miles;  that  there  are  16.89  miles  of  straight 
track  and  2.13  miles  of  level  track;  that  there  are  23  ascending  grades 
making  an  aggregate  ascent  of  562.3  feet  and  having  an  aggregate 


FINDINGS   APPLICABLE   TO    O.  R.  &  N.  CO.  309 

distance  of  20.87  miles;  that  there  is  one  descending  grade  making  a 
descent  of  9.5  feet  and  having  a  distance  of  20.6  miles. 

That  on  that  portion  of  the  line  extending  from  Starbuck  to  Pom- 
eroy,  a  distance  of  3o  miles,  there  are  57  curves  aggregating  a  distance 
of  6.80  miles;  that  there  is  23.20  miles  of  straight  track  and  1.33  miles 
of  level  track;  that  there  are  73  ascending  grades  making  an  aggre- 
gate ascent  of  1,246  feet  and  having  an  aggregate  distance  of  28.67 
miles. 

Tnat  on  tnat  portion  of  the  line  extending  from  the  Idaho- Washington 
state  line  to  Walla  Walla  a  distance  of  4.54  miles,  there  are  two  curves 
aggregating  a  distance  of  .72  miles;  that  there  are  3.82  miles  of  straight 
track  and  .15  miles  of  level  track;  that  there  are  5  ascending  grades 
making  an  aggregate  ascent  of  39.9  feet  and  having  an  aggregate  length 
of  .23  miles;  that  there  are  5  descending  grades,  making  an  aggregate 
descent  of  55  feet  and  having  an  aggregate  length  of  4.16  mil^s. 

'ihat  on  that  portion  of  the  line  extending  from  Starbuck  to  Spo- 
kane, a  distance  of  156.37  miles,  there  are  352  curves,  aggregating  a 
distance  of  59.85  miles;  that  there  are  96.52  miles  of  straight  track 
and  12.45  miles  of  level  track;  that  there  are  185  ascending  grades 
making  an  aggregate  ascent  of  3,622  feet  and  having  an  aggregate 
distance  of  95.65  miles;  that  there  are  71  descending  grades  making 
an  aggregate  descent  of  2,384.5  feet  and  having  an  aggregate  distance 
of  48.27  miles.    ' 

That  on  that  portion  of  the  line  extending  from  Colfax  to  Wash- 
ington &  Idaho  line,  a  distance  of  26.20  miles,  there  are  84  curves 
aggregating  a  distance  of  11.91  miles;  that  there  are  14.29  miles  of 
straight  track  and  4.65  miles  of  level  track;  that  there  are  70  ascend- 
ing grades  making  an  aggregate  ascent  of  498  feet  and  having  an 
aggregate  distance  of  21.25  miles. 

That  on  that  portion  of  the  line  extending  from  La  Crosse  to 
Connell,  a  distance  of  53.12  miles,  there  are  69  curves  aggregating  a 
distance  of  11.51  miles;  that  there  are  41.60  miles  of  straight  track 
and  12.33  miles  of  level  track;  that  there  are  44  ascending  grades 
making  an  aggregate  ascent  of  912  feet  and  having  an  aggregate 
length  of  29.27  miles;  that  there  are  17  descending  grades  making  an 
aggregate  descent  of  285  feet  and  having  an  aggregate  length  of  11.52 
miles. 

That  on  that  portion  of  the  line  extending  from  Winona  to  Seltice, 
a  distance  of  47.84  miles,  there  are  92  curves  aggregating  a  distance 
of  17.58  miles;  that  there  are  30.26  miles  of  straight  track  and  4.42 
miles  of  level  track;  that  there  are  40  ascending  grades  making  an 
aggregate  ascent  of  1,468  feet  and  having  an  aggregate  length  of  30.41 
miles;  that  there  are  19  descending  grades  making  an  aggregate  de- 
scent of  437  feet  and  having  an  aggregate  length  of  13  miles. 

That  on  that  portion  of  the  line  extending  from  Tekoa  to  Wash- 
ington-Idaho state  line  a  distance  of  2.13  miles,  there  are  4  curves  ag- 


310  RAILROAD    COMMISSION    OF   WASHINGTON 

gregating  a  distance  of  .68  miles;  that  there  is  1.45  miles  of  straight 
track  and  .07  miles  of  level  track;  that  there  is  one  ascending  grade 
making  an  ascent  of  28.3  feet  and  having  a  length  of  2.06  miles. 

That  on  that  portion  of  the  line  extending  from  Fairfield  to  Wav- 
erly,  a  distance  of  4.76  miles,  there  are  13  curves  aggregating  a  dis- 
tance of  2.63  miles;  that  there  are  2.13  miles  of  straight  track;  that 
there  are  3  ascending  grades  making  an  aggregate  ascent  of  73  feet 
and  having  an  aggregate  length  of  1.62  miles;  that  there  are  2  de- 
scending grades  making  an  aggregate  descent  of  233  feet  and  having 
an  aggregate  length  of  3.14  miles. 

No.  46. 
The  Commission  finds  that  the  fair  cash  market  value  of  the 
property  of  the  Oregon  Railroad  &  Navigation  Company  in  the  state 
of  Wasl^ington,  used  for  the  public  convenience  and  such  as  is  owned 
by  it  necessary  to  be  used  for  the  public  convenience  in  the  imme- 
diate future  on  June  30th,  1907,  was  the  sum  of  $19,500,000.00. 


The  Oregon  Railroad  &  Navigation  Company  has  failed  and  re- 
fused to  furnish  this  commission  with  a  division  of  the  operating  ex- 
penses by  its  different  operating  divisions  according  to  state  lines, 
or  to  show  the  proportionate  amount  of  expense  incarred  on  the  lines 
within  the  state  of  Washington,  and  has  also  failed  and  refused  to 
furnish  the  commission  with  the  earnings  derived  from  earnings  on 
its  lines  within  the  state  of  Washington,  and  proceedings  are  now  con- 
templated to  compel  said  railroad  to  keep  its  accounts  in  such  manner 
as  to  furnish  the  information  above  mentioned.  The  commission  has 
been  unable  to  procure  the  information  necessary  for  it  to  make 
proper  division  of  the  value  of  the  use  of  such  lines  within  the  state 
for  state  and  interstate  purposes  respectively,  and  the  further  hear- 
ing of  this  cause  is  continued  for  the  purpose  of  making  findings 
snowing  the  relauve  value  of  the  use  state  and  interstate  of  such 
lines  and  the  probable  earnings  of  said  road  on  state  business  under 
rates  now  charged,  and  the  proportionate  cost  of  operating  said  lines 
as  between  state  and  interstate  business  respectively. 

WITNESS  THE  RAILROAD  COMMISSION  OF  WASHINGTON  this 
31st  day  of  December,  1908. 

H.  A.  FAIRCHILD,  Chairman. 
JOHN  C.  LAWRENCE, 

JESSE   S.   JONES, 

Members  of  Commission. 
Attest:       O.  O.  CALDERHEAD,  Secretary. 


FINDINGS  OF  FACT  APPLICABLE  TO  THE  COLUMBIA  & 
PUGET  SOUND  RAILROAD  COMPANY. 


Finding  No.  1. 

That  the  Columbia  &  Puget  Sound  Railroad  Company  is  a  corpora- 
tion duly  organized  and  existing  under  and  by  virtue  of  the  laws  of 
the  State  of  Washington,  having  been  incorporated  under  the  laws  of 
the  Territory   (now  state)  of  Washington,  November  26,  1880. 

That  the  line  now  owned  by  said  railroad  company  was  originally 
constructed  by  the  Seattle  and  Walla  Walla  Railroad  Company  and 
the  said  line  was  purchased  by  the  Columbia  &  Puget  Sound  Railroad 
Company,  and  the  name  changed  to  the  Columbia  &  Puget  Sound. 

No.  2, 
That  said  corporation  is  organized  with  a  capital  stock  of  one 
million  dollars,  consisting  of  10,000  shares  of  the  par  value  of  $100.00 
each;  that  said  stock  is  owned  as  follows:  9,995  sliares  by  the  Pacific 
Coast  Company,  and  one  share  each  by  J.  C.  Ford,  G.  W.  Mertens,  C. 
H.  Ferrell.  J.  D.  Smith  and  W.  E.  Nichols. 

No.  3. 
That  said  road  consists  of  a  line  extending  from  Seattle  to  Frank- 
lin, a  distance  of  33.62  miles,  which  is  main  line,  and  the  following 
branches,  that  is  to  say;  from  Renton  to  Coal  Creek,  a  distance  of 
7.83  miles;  from  Maple  Valley  to  Taylor  a  distance  of  9.13  miles; 
from  Black  Diamond  to  Bruce  Branch,  a  distance  of  2.02  miles;  from 
the  Main  line  to  Lake  Washington,  a  distance  of  .75  miles,  from  the 
main  line  to  Kummer,  a  distance  of  1.67  miles;  from  Bruce  Branch 
to  Lawson,  a  distance  of  .80  miles;  from  Weyerhauser  Spur  to  Camp 
No.  4,  a  distance  of  2.15  miles;  making  a  total  mileage  main  and 
branch  of  57.97  miles,  all  of  which  is  within  the  state  of  V^ashington. 

No.  4. 
That  said  company  has  no  mortgage,  bonded  or  funded  indebtedness. 

^  No.  5. 
That   said    company,    the   capital    stock   thereof   being   owned   by 
the  Pacific  Coast  Company,  does  not  formally  declare  dividends,  but, 


31g  RAILROAD    COMMISSION    OF   WASHINGTON 

after  paying  the   operating   expenses,   the   surplus   is   converted   into 
the  treasury  of  the  Pacific  Coast  Company  in  lieu  of  dividends. 

No.  6. 

That  according  to  the  books  and  records  of  said  company  said 
line  cost,  exclusive  of  equipment  down  to  the  30th  day  of  June,  1907, 
the  sum  of  $1,193,088.59,  and  there  was  expended  for  permanent  im- 
provements and  betterments,  during  the  fiscal  year  ending  June  30th, 
1908,  and  charged  to  capital  account,  the  sum  of  $115,877.07,  making 
a  total  expenditure  as  shown  by  said  records,  down  to  the  30th  day 
of   June,    1908,    of   $1,308,965.66. 

That  said  books  and  records  of  said  corporation  show  said  company 
to  have  expended  down  to  the  30th  day  of  June,  1907,  for  equipment 
the  sum  of  $503,780.43,  and  that  they  expended  during  the  fiscal  year 
ending  June  30th,  1908,  $76,178.87. 

That  said  records  show  the  total  amount  expended  for  equipment, 
whether  the  same  is  now  in  service  or  has  been  worn  out  and  de- 
stroyed, down  to  the  30th  day  of  June,  1908,  in  the  sum  of  $1,990,999.21. 

No.  7. 

That  in  order  to  reproduce  the  lines  of  the  Columbia  &  Puget 
Sound  Railroad  Company,  in  their  present  condition,  it  would  be 
necessary  to  move  1,156,744  cubic  yards  of  earth  a  distance  of  not 
to  exceed  300  feet;  121,781  cubic  yards  of  cement  gravel  a  distance 
of  not  to  exceed  300  feet;  13,868  cubic  yards  of  loose  rock  a  distance  of 
not  to  exceed  300  feet;  52,091  cubic  yards  of  solid  rock  a  distance  of 
not  to  exceed  300  feet;  and  of  the  above  mentioned  quantities  it 
would  be  necessary  to  move  an  equivalent  of  1,302,484  cubic  yards  a 
distance  of  100  feet  in  excess  of  said  300-foot  free  haul  allowance. 

That  it  would  be  necessary  to  clear  462  acres  of  heavy  clearing 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  esti- 
mated to  cost  $100.00  per  acre. 

That  it  would  be  necessary  to  construct  log  cribs  containing  4,000 
lineal  feet  of  logs,  and  to  lay  3,000  cubic  yards  of  dry  retaining  wall. 

That  the  bridges,  trestles  and  culverts  along  said  line  consist  of 
910  lineal  feet  of  Howe  truss  bridges  ranging  from  140  to  160  feet  in 
length;  113  lineal  feet  of  Pony  truss  bridges;  9,539  lineal  feet  of  pile 
and  frame  trestles;  one  30-foot  and  one  40- foot  plate  girder;  one 
6x6x70-foot  rail  top  culvert;  two  5x90-foot  concrete  arch  culverts;  one 
2x90-foot  concrete  arch  culvert;  144  lineal  feet  of  24-inch  vitrified 
pipe;  36,282  lineal  feet  of  logs  in  culverts;  160  lineal  feet  of  stone 
culverts. 

That  it  would  be  necessary  to  lay  209,134  ties  and  6,627.28  tons 
of  steel  rails,  requiring  as  track  fastenings  954,324  pounds  of  angle 
bars,  86,949  pounds  of  bolts,  481,984  pounds  of  spikes,  3,128  rail  braces 
and  to  place  eighty  switches  complete. 


FINDINGS   APPLICABLE   TO   C.  &  P.  S.  R.  R.  CO.  313 

That  it  would  be  necessary  to  ballast  with  earth  33.62  miles; 
it  will  be  necessar^^  to  lay  and  surface  75.30  miles  of  track  of  said 
main  line  and  sidings,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  is  estimated  to  cost  $700.00  per  mile. 

That  in  order  to  reproduce  the  fencing  on  said  line  new  would 
cost  the  Jiun  of  $10,500.00. 

That  the  crossings,  cattle  guards  and  signs  along  said  line  consist 
of  13,824  feet  board  measure,  of  crossing  planks,  28  cattle  guards,  and 
37  miscellaneous  signs. 

That  the  station  buildings  and  fixtures  along  said  line  consist  of 
1,400  square  feet  of  one-story  brick  station  buildings;  1,680  square 
feet  of  two-story  frame  station  buildings,  3,116  square  feet  of  one- 
story  frame  station  buildings,  and  the  fixtures  for  same,  together  with 
the  furniture  and  fixtures  in  the  general  office  at  Seattle,  are  esti- 
mated to  cost  $2,200.00. 

That  the  shops,  round  houses  and  turn  tables  consist  of  one  com- 
bination round  house  and  shop,  which  for  the  purpose  of  ascertaining 
the  cost  of  reproduction,  is  estimated  to  cost  $6,734.00  and  one  power 
house,  which  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
is  estimated  to  cost  $3,329.00. 

That  the  shop  machinery  and  tools  along  the  said  line  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  are  estimated  to  cost 
$36,049.00. 

That  along  said  line  there  are  three  water  stations  which  for  the 
purpose  of  ascertaining  the  cost  of  reproduction  are  estimated  to  cost 
$6,000.00. 

That  the  fuel  stations  along  said  line  consist  of  inclines,  coal  bunk- 
ers and  coal  bunker  machinery,  which  for  the  purpose  of  ascertaining 
the  cost  of  reroduction  are  estimated  to  cost  $117,372.00. 

That  the  miscellaneous  structures  along  said  line  consist  of  320 
square  feet  of  sand  houses,  1,344  square  feet  of  one-story  section 
houses,  3,600  square  feet  of  two-story  section  houses,  864  square  feet 
of  tool  houses,  2,816  square  feet  of  freight  sheds  and  768  square  feet 
of  bunk  houses. 

That  a  fair  allowance  for  engineering  during  construction  would 
be  3^/^%  of  the  amounts  expended  for  grading,  bridges,  trestles  and 
culverts,  ties,  rails,  track  fastenings,  frogs  and  switches,  ballasting, 
track  laying  and  surfacing,  fencing,  crossings,  cattle  guards  and 
signs,  station  buildings  and  fixtures,  shops,  round  houses  and  turn 
tables,  shop  machinery  and  tools,  water  stations,  fuel  stations  and 
miscellaneous  structures. 

That  a  fair  allowance  for  legal  and  general  expenses  during  con- 
struction would  be  1%  of  the  items  enumerated  above. 

That  a  fair  allowance  for  interest  would  be  2^^%  of  the  items 
enumerated  above,  together  with  the  allowance  for  engineering  and 
legal  and  general  expenses. 


314  RAILROAD    COMMISSION    OF    WASHINGTON 

No.  8. 

That  to  reproduce  the  road  as  it  existed  on  the  30th  day  of  June, 
1907,  exclusive  of  real  estate  and  equipment  would  require  the  ex- 
penditure of  $1,387,592.00. 

That  included  in  said  sum  are  allowances  for  engineering  of 
$45,280.00,  for  legal  and  general  expenses  of  $12,937.00,  for  interest, 
$o3,844.00  and  for  shop  machinery  and  tools  $36,049.00. 

No.  9. 

That  the  accounting  records  of  said  company  show  said  company 
to  have  expended  for  equipment  the  sum  of  $503,780.43,  the  commis- 
sion finds,  however,  that  said  sum  includes  all  money  expended  for 
equipment  whether  the  same  is  now  in  existence  or  not. 

That  the  equipment  now  owned  by  said  railroad  company  consists 
of  9  locomotives,  3  first  class  passenger  cars,  1  second  class  passenger 
car,  1  baggage  car,  19  box  cars,  105  flat  cars,  151  coal  cars,  1  refriger- 
ator car,  45  miscellaneous  cars  and  9  company  service  cars. 

That  said  equipment  could  be  reproduced  new  for  the  sum  of 
$275,000.00. 

No.  10. 

That  in  order  to  reproduce  the  right  of  way  and  terminal  grounds 
owned  and  used  by  said  road  for  railroad  purposes  it  would  be 
necessary  to  expend  in  purchasing  the  same  the  sum  of  $3,267,888.78. 

No.  11. 

That  in  addition  to  the  property  used  by  said  company  for  railroad 
purposes  said  company  owns  the  following  described  property  which 
is  not  necessary  for  its  use  as  operating  property  nor  is  the  same 
used  by  it  for  such  purposes,  but  is  used  for  commercial  purposes, 
that  is  to  f>ay; 

The  westerly  400  feet  of  tide  land  block  199,  save  and  except 
the  following  portions  thereof,  that  is  to  say; 

The  space  covered  by  the  track,  together  with  the  space  between 
the  track  and  the  warehouse,  together  with  the  space  on  the  outer 
side  on  the  side  opposite  of  the  warehouse  covered  by  the  platform 
erected  and  constructed,  adjacent  to  such  track;  also 

All  that  portion  of  109  situate  in  the  northeast  corner  of  said  block 
and  covered  by  a  brick  warehouse  now  in  the  possession  of  C.  H.  Lilly 
and  Co.  being  a  space  200  feet  on  Railroad  Avenue  and  100  feet  in 
depth ;    also 

The  outer  or  westerly  300  feet  of  lots  1,  2,  3  and  4  and  the  southerly 
25.34  feet  of  lot  5  in  block  367,  except  the  space  covered  by  the  tracks 
upon  said  property,  and  the  space  covered  by  the  platform  immediately 
adjacent  to  the  tracks  on  one  side  and  the  space  intervening  between 
such  track  and  the  warehouse  building  on  the  other  side  thereof. 


FINDINGS  APPLICABLE  TO  C.  &  P.  S.  R.  R.  CO.  3^5 


No.  12. 

That  for  the  fiscal  year  ending  June  30th,  1906,  the  said  Columbia 
&  Puget  Sound  Railroad  Company  earned  from  conducting  its  business 
as  a  common  carrier  the  sum  of  1529,554.47  and  the  operating  expenses 
connected  therewith  for  said  year  was  the  sum  of  $211,868.08. 

That  for  the  fiscal  year  ending  June  30th,  1907,  the  earning  of  the 
said  company  from  conducting  its  business  as  a  common  carrier  was 
tlie  sum  of  $625,507.51,  and  the  operating  expenses  connected  there- 
with was  the  sum  of  $299,782.00. 

That  for  the  year  ending  June  30th,  1908,  the  earnings  of  the  said 
company  for  conducting  its  business  as  a  common  carrier  amounted 
to  the  sum  of  $587,283.33,  and  the  operating  expenses  connected  there- 
with amounted  to  the  sum  of  $331,303.56. 

No.  13. 

That  for  the  year  ending  June  30th,  1907,  said  railroad  carried  over 
its  lines  in  this  state  1,077,142  tons  of  revenue  earning  freight,  con- 
stituting 28,781,935  ton  miles. 

That  of  said  tons  so  carried  as  aforesaid  the  products  of  agriculture 
represented  .40^0,  the  products  of  animals  represented  .02%,  the 
products  of  the  mines  represented  76.92%,  of  which  72.34%  was  bitum- 
inous coal,  forest  products  represented  18.64%,  manufactured  products 
represented   3.03%,  merchandise  represented   .99%. 

That  during  said  year  said  railroad  carried  88,399  passengers  con- 
stituting 1,786,030  passengers  carried  one  mile,  such  passengers  being 
carried  an  average  distance  of  20.20  miles,  and  such  passengers  paying 
an  average  rate  of  2.961  cents  per  mile. 

That  for  the  fiscal  year  ending  June  30th,  1908,  said  road  carried 
of  revenue  earning  freight  901,972  tons  being  23,225,287  ton  miles; 
that  the  freight  rates  per  ton  per  mile  was  2.170  cents,  that  of  said 
tonnage  the  products  of  agriculture  constituted  .54%,  products  of  ani- 
mals .02%,  products  of  the  mines  75.18%,  of  which  bituminous  coal 
constituted  70.15%,  products  of  forests  constitute  18.40%,  manufac- 
tured products  constitute  4.49%  and  merchandise  miscellaneous  1.37%. 

That  during  said  fiscal  year  the  said  road  carried  of  passengers 
earning  revenue  92,961,  constituting  1,932,073  passengers  carried  one 
mile;  that  said  passengers  were  carried  an  average  distance  of  20.78 
miles  and  the  rates  from  such  passengers  were  2.897  cents  per  mile. 

No.  14. 

That  the  reasonable,  fair,  market  value  of  said  railroad  property, 
including  the  railway  terminals,  tracks,  rights  of  way,  all  structures 
and  improvements  thereon,  and  including  all  equipment  and  facilities 
but  not  including  the  property  hereinbefore  described  as  commercial 
property,  is  the  sum  of  $5,176,973.28. 


316 


RAILROAD   COMMISSION  OF  WASHINGTON 


For  the  purpose  of  ascertaining  the  division  of  value  of  said  prop- 
erty between  state  and  interstate  use  (if  any  of  said  property  is  used 
for  interstate  purposes)  this  cause  is  continued  and  the  findings 
concerning  such  division  will  be  made  at  a  later  date. 

WITNESS  the  RAILROAD  COMMISSION  OF  WASHINGTON  this 
31st  day  of  December,  A.  D.,  1908. 

H.  A.  FAIRCHILD,  Chairman. 
JOHN  C.  LAWRENCE, 
JESSE  S.  JONES, 

Members  of  Commission. 
Attest:       O.  O.  CALDERHEAD,  Secretary. 


FINDINGS  OF  FACT  APPLICABLE  TO  THE  BELLINGHAM 
BAY  &.  BRITISH  COLUMBIA  RAILROAD  COMPANY. 


Finding  No.  1. 

The  Bellingham  Bay  &  British  Columbia  Railroad  Company  is  a 
corporation  organized  and  existing  under  and  by  virtue  of  the  laws 
of  the  state  of  California,  and  has  complied  with  the  laws  of  the  state 
of  Washington  concerning  foreign  corporations,  and  a^5  such  corporation 
is  the  owner  of  a  line  of  railroad  within  the  state  of  Washington  and  is 
engaged  as  a  common  carrier  in  the  carriage  of  freight  and  passengers 
for  hire  over  such  lines  within  the  state. 

No.  2. 

That  the  said  Bellingham  Bay  &  British  Columbia  Railroad  Com- 
pany owns  and  operates  a  line  of  railroad  extending  from  Bellingham, 
Washington,  to  Glacier,  a  distance  of  44.16  miles,  and  a  branch  line 
from  Hampton  to  Lynden,  a  distance  of  5.31  miles,  and  has  spurs  and 
sidings  amounting  to  17.71  miles. 

No.  3. 

That  the  capital  stock  of  such  corporation  consists  of  10,000  shares 
of  comon  stock  of  the  par  value  of  $100.00  per  share,  making  a  total 
capital  stock  issue  of  $1,000,000.00. 

No.  4. 

That  on  or  about  the  month  of  December,  1901,  the  Bellingham 
Bay  &  British  Columbia  Railroad  Company  authorized  an  issue  of 
$1,000,000.00  worth  of  mortgage  bonds,  of  which  amount  $659,000.00 
worth,  par  value,  have  been  issued,  and  said  bonds  realized  in  cash, 
the  sum  of  $593,100.00,  said  bonds  bearing  interest  at  the  rate  of  5 
per  cent,  per  annum. 

No.  5. 

That  the  accounting  records  of  said  railroad  company  were  de- 
stroyed in  the  San  Francisco  fire  and  there  has  been  no  means  of  ascer- 
taining from  the  accounting  records  the  sums  paid  out  for  the  different 
construction  items.  But,  the  Commission  finds  that  prior  to  the  de- 
struction of  such  accounting  records  the  said  railroad  company  had  re- 
ported to  the  Interstate  Commerce  Commission  the  gross  amount  ex- 
pended by  it  in  the  construction  of  its  lines,  including  equipment,  and 
that  from  such  report, and  the  report  of  betterments  and  improvements 


318     -  RAILROAD   COMMISSION  OF  WASHINGTON 

subsequently  reported,  that  said  road  has  expended  down  to  June 
30th,  1907,  for  its  lines  and  equipment  in  the  state  of  Washington, 
the  sum  of  $1,739,168.63. 

No.   6. 

That  in  order  to  reproduce  the  lines  of  the  Bellingham  Bay  & 
British  Columbia  Railroad  Company,  in  their  present  condition,  it 
would  be  necessary  to  move  242,820  cubic  yards  of  earth  unclassified, 
a  distance  of  not  to  exceed  300  feet;  251,822  cubic  yards  of  common 
earth  a  distance  of  not  to  exceed  300  feet;  21,076  cubic  yards  of  loose 
rock  a  distance  of  not  to  exceed  300  feet;  20,307  cubic  yards  of  solid 
rock  a  distance  of  not  to  exceed  300  feet;  131,717  cubic  yards  of  ce- 
mented gravel  a  distance  of  not  to  exceed  3C0  feet;  and  of  the  material 
above  mentioned  it  would  be  necessary  to  move  an  equivalent  of  275,388 
cubic  yards  a  distance  of  100  feet  in  excess  of  said  300  foot  free  haul 
allowance. 

That  it  would  be  necessary  to  clear  28.34  acres  of  light  clearing, 
which  clearing  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
is  estimated  to  cost  $70.00  per  acre. 

That  it  would  be  necessary  to  clear  533.77  acres  of  heavy  clearing, 
which  for  tne  purpose  of  ascertaining  the  cost  of  reproduction  is 
estimated  to  cost  $100.00  per  acre. 

That  it  would  be  necessary  to  grub  1,128.50  stations,  which  grubbing, 
for  the  purpose  of  ascertaining  the  cost  of  reproduction,  is  estimated 
to  cost  $30.00  per  station. 

That  it  would  be  necessary  to  cut  293  dangerous  trees  growing 
outside  of  the  limits  of  the  right  of  way  of  the  said  railroad  company, 
which  tree  cutting  for  the  purpose  of  ascertaining  the  cost  of  repro- 
duction is  estimated  to  cost  $2.00  per  tree. 

That  it  would  be  necessary  to  lay  1,296  cubic  yards  of  riprap. 

That  it  would  be  necessary  to  construct  27,175  lineal  feet  of 
cribbing. 

That  to  reconstruct  the  bridges,  trestles  and  culverts  along  said 
line  it  ould  be  necessary  to  construct  one  through  steel  truss  bridge 
80  feet  in  length;  one  through  Howe  truss  bridge  320  feet  in  length; 
one  deck  Howe  truss  bridge  120  feet  in  length;  one  Pony  Howe  truss 
bridge  54  feet  in  length;  the  said  bridges  necessitating  pile  approaches 
amounting  to  481  lineal  feet. 

That  it  would  be  necessary  to  construct  2,316  lineal  feet  of  pile 
bridges  and  553  lineal  feet  of  frame  trestles,  and  787  lineal  feet  of 
high  frame  trestles. 

That  it  would  be  necessary  to  use  57,580  lineal  feet  of  logs  in 
culverts  and  11,266  feet  B.  M.  of  lumber  in  wooden  boxes. 

That  in  order  to  reproduce  the  said  line  in  its  present  condition 
it  would  be  necessary  to  lay  183,913  ties. 

That  it  would  be  necessary  to  lay  25.77  miles  of  50  pound  steel 
rails  amounting  2,024.75  tons;  2.01  miles  of  55  pound  steel  rails 
amounting  to  173.72  tons;  18.16  miles  of  56  pound  steel  rails  amounting 


FINDINGS   APPLICABLE   TO  B.  B.  &  B.  C.  R.  R.  CO.      319 

to  1,598.08  tons;  19.37  miles  of  60  pound  steel  rails  amounting  to 
1,846.40  tons,  making  a  total  tonnage  of  steel  rails  of  5,642.95  tons. 

That  the  laying  of  said  rails  would  necessitate  using  391,860 
pounds  of  spikes;  45,978  angle  bars;  80,005  pounds  of  bolts  and  1,936 
rail  braces. 

That  it  would  be  necessary  to  place  126  frogs  and  switches  com- 
plete. 

That  it  would  be  necessary  to  ballast  58.10  miles  of  line  which  for 
the  purpose  of  ascertaining  the  cost  of  reproduction  is  estimated  to 
cost  $700.00  per  mile. 

That  it  would  be  necessary  to  lay  and  surface  65.31  miles  of  main 
line  and  sidings  which  for  the  purpose  of  ascertaining  the  cost  of  re- 
production is  estimated  to  cost  $700.00  per  mile. 

That  it  would  be  necessary  to  place  said  126  switches  and  frogs, 
which  for  the  purpose  of  ascertaining  the  cost  of  reproduction  is  esti- 
mated to  cost  $20.00  each. 

That  it  would  be  necessary  to  construct  68  miles  of  board  fencing. 

That  it  would  be  necessary  to  construct  10  miles  of  barbed  wire 
fencing. 

That  it  would  be  necessary  to  lay  160  crossing  planks. 

That  it  would  be  necessary  to  construct  and  place  two  yard  limit 
signs. 

That  it  would  be  necessary  to  construct  and  place  40  cattle  guards, 
11  miscellaneous  signs,  and  51  whistle  posts. 

That  it  would  be  necessary  to  construct  and  erect  1743  telegraph 
poles. 

That  the  station  buildings  consist  of  3280  square  feet  of  floor  area 
of  three-story  buildings,  the  same  being  the  station  buildings  erected 
at  Bellingham;  15,322  square  feet  floor  area  of  one-story  B.  B.  &  B.  C. 
standard  one-story  station  buildings;   18,764  square  feet  of  platforms. 

That  the  station  fixtures  and  equipment  along  the  line  are  estimated 
to  cost  new  $5,422.83. 

That  the  shops,  round  houses  and  turntables  along  the  said  line 
consist  of  12,282  square  feet  floor  area  of  frame  shops;  four-stall  gal- 
vanized iron  engine  house;  two-stall  wood  engine  house;  144  square 
feet  of  engine  house  wing;  two  wood  turn  tables,  which  turn  tables, 
for  the  purpose  of  ascertaining  the  cost  of  reproduction  are  estimated 
to  cost  $1,000.00  each. 

That  to  reproduce  new  the  shop  machinery  and  tools  used  by  said 
railroad  in  connection  with  its  lines  would  cost  the  sum  of  $23,000.00. 

That  the  water  stations  consist  of  one  round  tank  35,000  gallons, 
and  one  box  tank  8  x  16  x  24. 

That  in  order  to  reconstruct  the  fuel  stations  along  the  said  line, 
it  would  be  necessary  to  construct  256  square  feet  of  coal  platforms; 
one  crane  and  windlass,  which  for  the  purpose  of  ascertaining  the  cost 
of  reproduction  is  estimated  to  cost  $100.00  new. 

That  the  storage  warehouses  along  the  said  line  consist  of  20,504 
square  feet  floor  area. 


320  RAILROAD   COMMISSION  OF  WASHINGTON 


That  the  miscellaneous  structures  along  the  said  line  consist  of 
3,840  square  feet  of  umbrella  sheds;  1,152  square  feet  floor  area  of 
section  houses;  one  two-story  dining  room  containing  2,368  square 
feet  floor  area;  1,696  square  feet  of  bunk  houses;  1,800  square  feet 
floor  area  of  detention  buildings,  1,200  square  feet  of  supply  sheds; 
4,428  square  feet  of  store  houses;  492  square  feet  floor  area  of 
sand  houses;  384  square  feet  of  oil  houses;  1,304  square  feet  of  tool 
houses;  384  square  feet  of  dwellings;  160  square  feet  of  flag  stations; 
194  square  feet  of  standard  water  closets;  64  square  feet  of  scale 
houses;  which  for  the  purpose  of  ascertaining  the  cost  of  reproduction 
is  estimated  to  cost  new  $1,200.00. 

That  the  section  equipment  used  along  the  said  line  is  estimated 
to  cost  new  $2,200.00. 

That  a  reasonable  alolwance  for  engineering  would  be  S^^  per 
cent,  of  the  cost  of  reproducing  new  the  items  hereinabove  mentioned. 

That  a  reasonable  allowance  for  legal  and  general  expenses  would 
be  1  per  cent.,  of  the  items  hereinabove  mentioned,  not  including  the 
engineering  expenses. 

That  a  reasonable  allowance  for  interest  during  construction 
would  be  3  per  cent,  of  the  items  hereinbefore  mentioned,  together* 
with  3  per  cent,  of  the  cost  of  reproducing  the  right  of  way  and  termin- 
als hereinafter  set  out. 

That  the  said  railroad  company  has  on  hand  stores  necessary  to  be 
used  in  the  operation  of  said  line  of  the  reasonable  worth  and  value  of 
$6,378.00,  which  sum  the  Commission  finds  is  a  reasonable  sum  to  be 
allowed  for  stores  on  hand. 

No.  7. 

That  it  would  cost  to  reproduce  all  the  items  hereinbefore  enumer- 
ated, new,  including  interest  during  construction,  legal  and  general 
expenses  and  stores  on  hand,  the  sum  of  $1,095,152.26,  and  that  the 
present  depreciatted  value  of  the  items  hereinbefore  mentioned,  based 
solely  on  the  cost  of  reproduction,  is  the  sum  of  $907,952.64. 

No.  8. 

That  the  equipment  owned  and  used  by  the  said  railroad  company 
consists  of  the  following:  one  60,000  pound  engine  constructed  in  1889; 
two  143,800  pound  engines  constructed  in  1891;  one  207,800  pound 
engine  constructed  in  1881;  one  205,950  pound  engine  constructed  in 
1893;  one  143,900  pound  engine  constructed  in  1902;  one  212,200  pound 
engine  constructed  in  1901,  and  one  115,900  pound  engine  constructed 
in  1889.  That  it  would  cost  to  reproduce  the  said  engines  new  the  sum 
of  $82,000.00.  That  the  same  have  been  in  use  approximately  since 
the  dates  hereinbefore  given,  and  their  present  depreciated  value  is  the 
sum  of  $42,898.00. 

That  the  passenger  equipment  along  the  said  line  consists  of  the 
following:  One  mail  and  baggage  car  constructed  and  placed  in 
service  in  the  year  1890;  one  combination  car  constructed  and  placed 
In  service  in  the  year  1891;  one  combination  car  constructed  and  placed 


FINDINGS   APPLICABLE  TO  B.  B.  &   B.  C.  K.  R.  CO.      321 


in  service  in  1902;  two  passenger  cars  constructed  and  placed  in  service 
in  1891;  and  two  passenger  cars  constructed  and  placed  in  service  in 
1902.  That  it  would  cost  to  reproduce  such  passenger  equipment  new 
the  sum  of  $37,000.00.  That  its  present  depreciated  value  is  the  sum 
of  $22,780.00. 

That  the  freight  equipment  in  use  by  the  said  company  consists 
of  the  following:  24  logging  trucks  constructed  and  placed  in  service 
in  the  year  1904  of  a  capacity  of  20,000  pounds  each;  5  flat  cars  con- 
structed and  placed  in  service  in  the  year  1903,  of  a  capacity  of  30,000 
pounds  each;  34  flat  cars  constructed  and  placed  in  service  between 
the  years  1898  and  1903,  of  a  capacity  of  40,000  pounds  each;  9  flat 
cars  constructed  and  placed  in  service  in  the  year  1900,  of  a  capacity 
of  60,000  pounds  each;  11  flat  cars  constructed  and  placed  in  service 
in  the  year  1901  with  a  capacity  of  60,000  pounds  each;  30  flat  cars 
constructed  and  placed  in  service  in  the  year  1902,  with  a  capacity  of 
60,000  pounds  each;  11  flat  cars  constructed  and  placed  in  service  in 
the  year  1903,  with  a  capacity  of  60,000  pounds  each;  6  box  cars  con- 
structed and  placed  in  service  in  the  year  1889,  with  a  capacity  of 
30,000  pounds  each;  49  box  cars  constructed  and  placed  in  service 
in  the  years  1903  and  1904  of  a  capacity  of  60,000  pounds  each;  one  ca- 
boose constructed  and  placed  in  service  in  the  year  1903,  and  one  ca- 
boose constructed  and  placed  in  service  in  the  year  1905.  That  it  would 
cost  to  reproduce  the  freight  equipment  new,  above  described,  the 
sum  of  $142,600.00,  and  that  the  present  depreciated  value  of  such 
freight  equipment  is  the  sum  of  $120,166.47. 

That  the  work  equipment  owned  and  operated  by^the  said  company 
consists  of:  one  steam  shovel  constructed  and  placed  in  service  in 
the  year  1901;  one  gravel  plow  constructed  and  placed  in  service  in  the 
year  1904;  one  pile  driver  constructed  and  placed  in  service  in  the 
year  1904;  8  hand  cars  placed  in  service  between  1889  and  1906;  8 
push  cars  placed  in  service  between  1889  and  1906;  8  speeders  placed 
in  service  between  1890  and  1905,  and  one  motor  car  placed  in  service 
in  1906.  That  it  would  cost  to  reproduce  such  work  equipment  new 
the  sum  of  $4,900.00,  and  its  present  depreciated  value  is  the  sum  of 
$4,162.00. 

No.  9. 

That  it  would  cost  to  reproduce  all  of  the  equipment  hereinbefore 
mentioned,  new,  the  sum  of  $266,500.00;  and  that  its  fair  depreciated 
value,  based  on  the  cost  of  reproducing  the  same  new,  is  the  sum 
of  $190,006.47. 

No.   10. 

That  in  order  to  reproduce  the  right  of  way  and  terminal  grounds 
of  the  said  railroad  company,  used  and  occupied  by  it,  it  would  be 
necessary  to  pay  in  addition  to  the  market  value  of  said  land,  a  sum 
ranging  from  such  market  value  to  400  per  cent,  in  addition  thereto 
to  cover  consequential  damages  to  land  not  taken  and  because  of  the 
necessity  of  the  railroad  to  have  the  particular  land  sought. 
21— A 


322  RAILROAD   COMMISSION    OF    WASHINGTON 


No.   11. 

That  the  said  railroad  constructed  through  a  portion  of  the  city 
of  Bellingham  on  what  is  known  as  Railroad  Avenue;  that  the  said 
railroad  was  constructed  on  a  portion  of  said  street  prior  to  the  platting 
of  the  said  land;  that  when  the  said  land  was  platted  and  the  said 
Railorad  Avenue  was  dedicated  it  was  dedicated  to  the  use  of  the 
public  subject  to  the  right  to  operate  the  said  railroad  over,  across 
and  along  said  Railroad  Avenue.  That  at  the  time  the  said  Railroad 
Avenue  was,  between  Myrtle  and  Willow  streets,  of  a  width  of  eight 
feet;  that  the  said  railroad  company  for  the  purpose  of  preventing 
a  congestion  of  traffic  along  said  thoroughfore  (Railroad  Avenue) 
dedicated  for  the  public  use  25  feet  on  either  side  of  the  said  Avenue 
making  the  said  Avenue  130  feet  in  width.  That  along  said  avenue 
between  IVXyrtle  and  Willow  streets  the  said  railroad  has  two  tracks 
constructed  in  the  center  of  said  street  the  entire  distance,  and  in  some 
places  four  tracks.  That  60  feet  is  approximately  in  actual  use  by  the 
said  railroad  company  in  the  discharge  of  its  duties  as  a  common  car- 
rier. That  subject  to  the  use  of  the  said  railroad  company  as  above 
stated  said  entire  street  is  dedicated  to  the  public  use  and  is  being 
actually  used  by  the  public  as  a  thoroughfore,  and  is  one  of  the  prin- 
cipal commercial  streets  in  the  city  of  Bellingham. 

That  it  would  cost  to  reproduce  the  said  60  feet  so  used  by  said 
railroad  company,  basing  the  same  on  the  cost  of  adjacent  property, 
with  the  consequential  damage  resulting  itherefrom,  the  sum  of 
$430,976.00,  which  sum  is  included  in  the  cost  of  reproducing  the 
terminal  grounds  and  right  of  way  hereinafter  given. 

No.  12. 
That  it  would  cost  to  reproduce  the  right  of  way  and  terminals 
used  by  it,  including  the  said  $430,976.00  placed  on  the  property  on 
Railroad  Avenue,  at  the  present  time,  the  sum  of  $931,189.14. 

No.   13. 

That  it  would  cost  to  reproduce  new  in  its  present  condition  all 
the  property  owned  and  operated  by  the  said  railroad  company  the 
sum  of  $2,292,841.40,  and  that  its  present  depreciated  physical  value, 
based  solely  on  the  cost  of  reproducing  the  same  new,  would  be  the 
sum  of  $2,029,148.25. 

No.   14. 

That  the  Bellingham  Bay  &  British  Columbia  Railroad  Company 
as  originally  constructed,  extended  through  a  country  heavily  timbered, 
and  the  country  adjacent  and  tributary  to  its  line  is  not  in  a  highly 
developed  condition  so  far  as  agriculture  is  concerned,  save  and  except 
a  small  portion  tributary  to  its  line  in  the  Nooksack  Valley.  That  the 
products  of  agriculture  originating  on  its  line  carried  by  said  road 
amounted  to  4,296  tons,  which  was  approxiately  1.7  per  cent,  of  its 
tonnage. 


FINDINGS  APPLICABLE   TO  B.  B.  «&  B.  C.  R.  R.  CO.      323 

That  the  products  of  animals  originating  on  its  line  amount  to 
1,398  tons,  being  .53  per  cent,  of  its  tonnage. 

That  the  products  of  the  mines  carried  by  it,  originating  on  its  line, 
consist  of  609  tons,  being  approximately  25  per  cent,  of  its  total  ton- 
nage. 

And  that  the  manufactured  products  originating  on  its  line  amount 
to  3,617  tons,  being  approximately  1.4  per  cent,  of  its  entire  tonnage. 

And  that  the  balance  of  its  tonnage  amounting  to  239,725  tons, 
being  approximately  89.35  %  of  its  tonnage,  consists  of  the  products 
of  the  forests,  of  which  85,080  tons  was  manufactured  forest  product 
and  154,645  tons  consisted  of  logs  and  other  unmanufactured  forest 
products. 

No.  15. 
That  logs  and  other  unmanufactured  forest  products  of  necessity 
must  be  carried  and  transported  at  a  comparatively  low  rate  in  order 
to  have  such  tonnage  moved. 

No.  16. 

That  for  the  year  1905  the  gross  earnings  from  the  operation 
of  said  road  amounted  to  the  sum  of  $212,384.73,  and  that  the  operat- 
ing expenses  connected  therewith  amounted  to  the  sum  of  $146,405.97 
and  that  from  miscellaneous  income  the  said  road  received  the  sum 
of  $5,544.19,  leaving  a  total  income  of  $71,522.95  over  and  above  the 
cost  of  operation. 

That  from  such  sum  the  said  railroad  company  paid  interest  on 
its  funded  debt  of  $659,000.00  the  sum  of  $32,950.00  and  interest  on 
interest- bearing  current  liabilities  amounting  to  the  sum  of  $13,892.60; 
for  taxes,  the  sum  of  $15,113.29,  and  other  deductions  from  its  total 
income  amounting  to  $1,730.45,  leaving  a  net  income  from  operation 
to  be  applied  on  dividends  the  sum  of  $7,836.55. 

That  for  the  year  1906  the  gross  earnings  from  the  operation  of 
said  road  amounted  to  the  sum  of  $221,216.21,  and  the  operating  ex- 
penses connected  therewith  amounted  to  the  sum  of  $157,890.78,  and 
from  miscellaneous  income  the  said  company  received  the  sum  of 
$3,987.86,  making  a  total  income  over  and  above  the  cost  of  opera- 
tion of  $67,313.29,  out  of  which  income  the  said  road  paid  interest 
on  its  funded  debt  of  $659,000.00,  amounting  to  the  sum  of  $32,950.00, 
and  interest  on  interest  bearing  current  liabilities  amounting  to 
$13,410.79;  taxes,  $11,019.93,  and  other  deductions  amounting  to  $65.56, 
leaving  a  net  income  for  said  year  amounting  to  $9,867.01  with  which 
to  pay  dividends  on  its  capital  stock. 

That  for  the  year  ending  June  30th,  1907,  the  said  road  received 
gross  earnings  from  operation  the  sum  of  $260,987.82;  that  its  operat- 
ing expenses  connected  therewith  were,  the  sum  of  $163,101.07,  and 
that  it  received  other  miscellaneous  income  amounting  to  the  sum  of 
$2,118.15,  making  a  total  income  over  and  above  the  payment  of  the 
operating  expenses  of  $100,004.90,  out  of  which  it  paid  interest  on  its 
funded  debt  above  mentioned,  amounting  to  $32,950.00;  interest  on  in- 


324  RAILROAD   COMMISSION  OF  WASHINGTON 

terest-bearing  current  liabilities,  $11,605.83;  taxes  amounting  to  the 
sum  of  $8,270.99,  and  for  permanent  improvements  the  sum  of  $461.16, 
leaving  a  net  income  for  said  fiscal  year  amounting  to  the  sum  of 
$46,716.92  with  which  to  pay  dividends  on  its  capital  stock. 

No.  17. 
The  commission  finds  that  by   charging  reasonable   rates  to  the 
shipper  said  railroad  company  will  not  be  able  to  earn  a  reasonable 
and  adequate  return  on  the  amount  necessary  to  reproduce  its  said 
lines   in   the  state   of  Washington. 

No.   18. 

That  on  that  portion  of  the  main  line  extending  from  Bellingham 
to  Glacier  and  consisting  of  44.16  miles,  30.50  miles  thereof  consists 
of  straight  line,  13.66  miles  thereof  consists  of  curved  line,  and  that 
there  are  68  curves.  That  there  are  6.81  miles  of  level  line;  that  in 
such  distance  there  are  19  ascending  grades  and  that  the  sum  of  such 
ascents  is  1,380.1  feet;  that  the  aggregate  length  of  the  ascending 
grades  is  20.71  miles;  that  there  are  19  descending  grades,  the  sum 
of  said  descents  aggregating  471.8  feet,  and  the  length  of  the  said 
descending  grades  aggregate  16.64  miles. 

That  on  the  branch  line  extending  from  Hampton  to  Lynden,  con- 
sisting of  5.31  miles,  4.60  miles  of  said  distance  is  straight  line;  there 
are  four  curves  of  an  aggregate  length  of  .71  miles;  that  the  level 
track  consists  of  .68  miles;  that  there  are  two  ascending  grades,  the 
sum  of  such  ascents  amounting  to  64.3  feet  and  the  aggregate  length 
of  the  ascending  grade  is  2.35  miles;  that  there  are  two  descending 
grades,  the  sum  of  such  descents  aggregating  41.3  feet,  and  the  ag- 
gregate length  of  the  descending  grades  is  2.28  miles. 

No.   19. 

The  Commission  further  finds  that  the  country  tributary  to  said 

railroad  is  developing  and  that  the  earnings  of  said  road  will  increase 

in  the  future,  and  that  it  has  a  market  value   in   excess   of  a  sum 

which,  if  capitalized,  would  earn  a  sum  equal  to  its  present  earnings. 

No.  20. 
That  the  said  railroad  is  confined  wholly  to  the  limits  of  What- 
com county  and  said  county  has  a  present  population  of  68,000  people. 

No.  21. 

The  Commission  finds  that  of  the  capital  stock  hereinbefore  men- 
tioned of  $1,000,000.00,  that  the  only  sales  of  said  stock  that  have  oc- 
curred in  the  open  market  occurred  in  the  month  of  October,  1906, 
and  that  said  stock  sold  at  the  rate  of  $42.50  per  share,  said  shares 
being  of  the  par  value  of  $100.00. 

The  Commission  has  been  unable  to  find  any  evidence  which 
would  tend  to  show  that  the  bond  issue  of  $659,000.00  has  been  sold 
or  offered  for  sale  and  the  Commission  has,  therefore,  considered  the- 
same  as  being  worth  par. 


FINDINGS  APPLICABLE  TO   B.  B.  &  B.  C.  R.  R.  CO.      325 

No.  22. 

The  Commission  finds  that  said  railroad  has  been  under  con- 
struction and  in  operation  for  approximately  20  years,  but  during 
such  time  it  has  paid  no  dividends  to  its  stockholders.  That  its 
earnings  have  been  very  small  and  such  earnings  as  it  has  made  has 
been  added  to  betterments  and  improvements  and  extensions  of  the  line. 

No.  23. 

The  Commission  finds  that  the  fair  cash  market  value  of  the 
said  railroad,  including  therein  the  strip  60  feet  wide  on  Railroad 
Avenue  between  Myrtle  and  Willow  Streets,  in  the  city  of  Bellingham, 
Is  the  sum  of  $1,100,000.00. 


For  the  purposes  of  ascertaining  the  division  of  value  of  said 
property  between  state  and  interstate  use  (if  any  of  said  property  is 
used  for  interstate  purposes)  this  cause  is  continued  and  the  findings 
concerning  such  division  will  be  made  at  a  later  date. 

WITNESS  THE  RAILROAD  COMMISSION  OF  WASHINGTON, 
this  31st  day  of  December,  A.  D.  1908. 

H.  A.  FAIRCHILD,  Chairman. 
JOHN  C.  LAWRENCE, 
JESSE  S.  JONES, 

Members  of  Commission. 
Attest:  O.  O.  Calderhead,  Secretary. 


INDEX  TO  FINDINGS. 


BASIS  OF  FINDINGS:  Page 

Commercial  property 11 

Commission  required  to  ascertain 8 

Difficulties  encountered 4 

Division  of  value  of  use,  state  and  interstate 12 

Elements  considered 3 

Engineers  and  accountants  employed 4 

Evidence  taken 13 

Experts  employed  to  find  cost 3 

Laws  amended  1907 4 

Method  employed  to  secure  value  of  real  estate 10 

Precetient  established '. 5 

Report  of  Engineer  Gillette,  extract  from 8 

Rulings  of  Supreme  Court  of  Mmnesota 6 

Tentative  findings  prepared 11 

Texas  a  pioneer 6 

Texas  rates  set  aside  by  U.  S.  Supreme  Court. .....   6 

Thorough  work  required 5 

Washington  Commission  first  to  find  cost 7 

Finding 
BELLINGHAM  BAY   &  BRITISH  COLUMBIA  RAILROAD  CO.:  No. 

Bellingham  property,  cost  to  reproduce 11  322 

Bonds,  amount  issued  and  sold 4  317 

Brarich  and  spurs,  length  of 2  317 

Capital  Stock- 
amount  issued 3  317 

value  of  shares 21  324 

Construction- 
unit  quantities 6  318 

Cost  of  Reproduction— 

rightof  way 10  321 

road  and  structures 7  321 

Bellingham  property 11  322 

terminals 12  322 

total 13  322 

equipment 7  320 

equipment 8  320 

Cost,  original 5  318 

Curves,  grades,  etc  18  324 

Dividends 16  323 

Dividends  used  in  betterments 22  325 

Earnings- 
probability  of  increase 19  324 

used  in  betterments 22  325 

amount  of 16  323 

Equipment— 

valueof 8  320 

cost  to  reproduce 8  320 

cost  to  reproduce 9  321 

Funded  debt 4  317 


328  INDEX   TO  FINDINGS 

Finding 
BELLINGHAM  BAY  &  B.  C.  R.  R.  CO.— Continued.  No.    Page 

Grades,  curves,  etc , 18  324 

Incorporation 1  317 

Interest  paid 16  323 

Location  of  Line 20  324 

Main  and  Branch  Lines- 
engineering  features  of 18  324 

Main  line,  length  of 2  317 

Miscellaneous  income 16  323 

Net  income 16  323 

Operating  expenses 16  323 

Original  cost 5  318 

Rates   17  324 

Records  destroyed 5  317 

Taxes  paid 16  323 

Terminals,  cost  of  reproduction 12  322 

Traffic- 
logs  and  other  forest  products,  low  rate 15  323 

proportion  of  various  commodities  carried 14  322 

Unit  quantities 6  318 

Value- 
road,  present  depreciated 7  320 

equipment,  present  depreciated 8  320 

equipment,  present  depreciated 9  321 

right  of  way 10  321 

present  total 13  322 

present  market  23  326 

stock 21  324 

COLUMBIA  &  PUGET   SOUND  RAILROAD  COMPANY: 

Betterments  and  improvements  6  312 

Branch  Lines — 

list^of 3  311 

length  of 3  311 

Bridges,  trestles  and  culverts 7  312 

Capital  Stock- 
amount  of 2  311 

ownership  of    2  311 

Commodities,  proportion  of  various  carried   13  315 

Commercial  property 11  314 

Construction  of 1  311 

Construction — 

engineering  allowance  for 7  313 

interest  7  313 

legal  anfi  general  expenses 7  313 

unit  quantities 7  312 

Cost  of  Reproduction- 
line  8  314 

equipment 9  314 

right-of-way  and  terminals 10  314 

Cost,  Original- 
line  to  June  30,  1908 6  312 

equipment 9  314 

Earnings 12  315 

Engineering- 
allowance  for  cost  of  (see  construction)  8  314 

Equipment- 
cost  of 6  312 

cost  of  reproduction 9  314 

amount  expended  for 9  314 


INDEX  TO  FINDINGS  329 

Finding 

COLUMBIA  &  PUGET  SOUND  R.  R.  CO.— Continued.                              No.  Page 

Operating  expenses 12  315 

History  of ' 1  311 

Interest  - 

allowance  for  (see  construction) 8  314 

Legal  and  General  Expenses- 
allowance  for  (see  cohstruction) 8  314 

Length  of  main  line 3  311 

Length  of  branch  lines 8  311 

Main  Line- 
length  of 3  311 

location  of 3  311 

Operating  expenses 12  316 

Right-of-way  and  terminals,  cost  to  reproduce —  .  10  314 

Structures,  number  and  size 7  .313 

Surplus,  how  converted 5  311 

Tonnage  and  ton  miles 13  315 

Traffic- 
freight 13  315 

passenger 13  315 

proportion  of  various  commodities 13  315 

Unit  quantities 7  312 

Value,  reasonable  market » 14  315 

GrlEAT    NORTHERN  RAILWAY  COMPANY: 
Baggage  (see  trafBc) . 
Ballast  (see  unit  quantities.) 
Betterments  and  Improvements- 
amount  expended  for  1906-7 42  167- 

amount  expended  for 43  167 

Bonds— 

,  Columbia  &  Red  Mountain,  owned  by  (see  capital  stock) 9  151 

Spokane  Falls  &  Northern,  owned  by 9  151 

Branch  Lines— 

Anacortes  to  Rockport— 

cost  to  Great  Northern 7  148 

construction,  unit  quantities 7  148 

engineering,  allowance 8  150 

interest  during  construction 8  150 

legal  and  general  expenses,  allowance 8  150 

present  value 35  166 

Belfast  to  Yukon 5  146 

Colbert  to  Boundary 12  153 

Curlew  to  international  boundary  line 12  153 

Marcus  to  Laurier 12  153 

Northport  to  Velvet 9  150 

construction,  original  cost 9  151 

Republic  to  international  boundary  line 12  153 

Seattle  to  Blaine— 

cost  of  reproduction . .  5  146 

construction,  units  of 5  146 

engineering  allowance 6  148 

interest  during  construction 6  148 

legal  and  general  expense  allowance 6  148 

Spokane  to  Hillyard  . 9  150 

Bridges  (see  unit  quantities). 
Bridges,  Trestles  and  Culverts- 
depreciation  of 31  164 

details  concerning  replacement  (see  construction) 3  141 


330  INDEX   TO  FINDINGS 

Finding 
GREAT  NORTHERN  RAILWAY  COMPANY— Continued.                          No.    Page 
Capital  Stock- 
Columbia  &  Red  Mountain,  owned  by   9  151 

issued  by 64  184 

owned  and  controlled  by 1  139 

owned  in  other  lines 64  183 

quotation  of 64  185 

Spokane  Falls  &  Northern,  owned  by 9  151 

Car  DQileage  (see  mileage) . 
Cars  (see  equipment) . 

Cascade  tunnel,  cost  of 3  141 

Cattle  guards  and  signs  (see  unit  quantities) . 

Classification  train,  engine  and  car  miles  and  rules  for  apportioning 

operating  expenses  to  accounting  divisions,  exhibit  C 243 

Clearing  (see  unit  quan'ities). 
Commercial  Property— 

Hillyard 22  161 

Seattle 23  161 

Spokane 22  160 

Construction- 
Cost  of  branch  lines  (see  branch  lines) . 

expended  for  year  ending  June  30, 1908 43  167 

main  line,  cost  of  2  140 

main  line  in  Washington,  date 2  140 

miscellaneous  expenses 15  155 

unit  quantities  of 3  140 

ballast 3  144 

buildings,  road  department 3  145 

buildings,  transportation  department  3  144 

bridging 3  141 

cattle  guards 3  144 

clearing ^  3  141 

<:rossing  signs.     3  144 

culverts 3  141 

excavation 3  141 

grubbing 3  141 

interlocking  apparatus 3  145 

rails 3  145 

side  tracks 3  144 

signal  apparatus 3  145 

shops 3  145 

snow  sheds 3  145 

telegraph  lines 3  144 

ties 3  144 

tunnels 3  141 

turntables 3  145 

water  stations 3  145 

Construction  expense,  miscellaneous 15  155 

Cost,  Original— 

Anacortes  to  Rockport 7  148 

Colbert  to  Boundary 9  150 

freightcars 20  158 

locomotives 17  156 

main  line 2  140 

Noithport  to  Velvet ...  9  150 

passenger  cars 19  157 

Seattle  to  Blaine 2  140 

Spokane  to  Hillyard 9  160 

Washihgton&G.  N  Ry.  Co 12  154 

work  and  miscellaneous  equipment 21  159 


INDEX  TO  FINDINGS  331 

Pindlng 

GREAT  NORTHERN   RAILWAY  COMPANY— CONTINUED.                          No.  Page 

Cost  of  Reproduction— 

Anacortes  to  Rockport 34  166 

Colbert  to  Boundary  36  166 

Curlew  to  International  Boundary 38  166 

engineering  expenses,  allowance  for 4  145 

freight  cars 20  158 

interest  during  construction,  allowance  for 4  145 

legal  and  general  expense,  allowance  for 4  145 

locomotives 18  157 

Marcus  to  Laurier 38  166 

Northport  to  Velvet 36  166 

passenger  cars 19  157 

Republic  to  International  Boundary  line 38  166 

right  of  way,  lands  and  terminal  grounds  22  159 

Seattle  passenger  depot 30  164 

Spokane  to  Hillyard 36  166 

total  cost  of  main  line 32  165 

total  system  in  state,  June  30, 1906 40  166 

total  system  in  state,  June  30, 1906 41  167 

total  system  in  state,  June  30,  1908 43  168 

work  and  miscellaneous  equipment  21  158 

Cost  of  reproduction,  right  of  way  in  counties 22  159 

Crossings  (see  unit  quantities) . 

Culverts  (see  unit  quantities) . 

Curves,  grades,  etc 92  227 

Density  of  traffic 27-29  163 

Depreciation- 
equipment  (see  equipment) . 

material 31  164 

structures  . 31  164 

Dissenting  opinion 232 

Divisions,  operating  (see  operating  divisions) . 

Division  of  value 95  230 

Docks 43  167 

Docks 5  148 

Earnings- 
defined 81  211 

estimated  gross  to  June  30,  1909 90  227 

of  S.  F.  &  N.,  not  included  in  G.  N.  for  years  1905,  1906,  1907 89  227 

state  and  interstate  for  1906 82  -212 

state  and  interstate  for  1907 83  212 

state  and  interstate  for  1908 84  212 

Employes,  list  of 65  193 

Engineering- 
branch  lines  (see  branch  lines) . 

main  line,  allowance  for 4  145 

Engineering  features 92  227 

Engine  houses  31  165 

Engine  shops 31  165 

Equipment- 
amount  purchased,  1907.  1908 43  167 

cost  of  reproduction 21  159 

depreciation 21  159 

freight  cars- 
cost  of 20  158 

cost  of  reproduction 20  158 

depreciation 20  158 

mileage  for  1906 20  158 


332  INDEX  TO  FINDINGS 

Finding 
GREAT  NORTHERN  RAILWAY  COMPANY— Continued.  No.    Page 

Equipment — 

locomotives- 
cost  of 17  156 

cost  to  reproduce 18  157 

depreciation  of 18  157 

method  of  ascertaining  cost 16  156 

passenger  cars- 
cost  of 19  157 

cost  to  reproduee 19  158 

depreciation  of  19  158 

mileage  1906 19  158 

present  cash  market  value 21  159 

work  and  miscellaneous,  total  cost 21  159 

Excavation  (see  unit  quantities) . 

Exhibit  " A" 242 

Exhibit  "B" 242 

Exhibit  "C" 243 

Expenses  (see  operation,  cost  of) . 

Express  (see  traffic) . 

Fences 31  165 

Freight,  average  weight  per  car 45  173 

Freight  cars 20  158 

Freight  cars  (see  equipment) . 

Freight  (see  traffic) . 

Frogs  and  switches 31  165 

Fuel  stations  81  165 

Funded  Indebtedness- 
Eastern  Railway  Co .  of  Minnesota 64  184 

Minneapolis  Union  Railway  Co 64  184 

Minneapolis  Western  Railway  Co 64  184 

Montana  Central  Railway  Co 64  184 

St.  Paul,  Minneapolis  &  Manitoba  R.  R.  Co 64  184 

Willmar&  Sioux  Falls  Ry.  Co 64  184 

Grain  elevators 43  167 

Grain  elevators 5  148 

Grades,  curves,  etc 92  227 

Grubbing  (see  unit  quantities) . 

History  of  branch  lines  (see  G.  N.  subsidiary  lines). 

History  of  organization 1  139 

.     Hillyard,  right  of  way  and  terminals 22  161 

Hilly ard,  commercial  property 22  285 

Indebtedness,  funded  (see  funded  indebtedness) . 

Interest,  allowance  for 4  145 

Lines,  cost  of 2  140 

Lines,  Owned  or  Controlled  by- 
Columbia  &  Red  Mountain  Ry.  Co 64  182 

Crows  Nest  Southern  Ry 64  182 

Dakota  &  Great  Northern 63  182 

Duluth,  Superior  &  Western,  terminal 64  182 

Duluth  Terminal  Co 64  182 

Eastern  Ry .  Co.  of  Minnesota 64  182 

Minneapolis  Union  Ry .  Co 64  182 

Minnesota  &G.  N.  Ry 64  182 

Montana&G.  N.  Ry.  Co 64  182 

Park  Rapids  &  Leech  Lake  Ry 64  182 

Red  Mountain  Ry .  Co 64  182 

St.  Paul,  Minneapolis  &  Manitoba  Ry 64  182 

Seattle  &  Montana  R.  R.  Co 64  182 


INDEX  TO  FINDINGS  333 

Finding 

GREAT  NORTHERN  RAILWAY  COMPANY— Continubd.                             No.  Page 

Lines  Owned  and  Controlled  by- 
Spokane  Falls  &  Northern  Ry.  Co 64  182 

trackage  rights 64  182 

Washington  &  Great  Northern  Ry .  Co 64  182 

Lines  purchased 1  139 

Locomotives 18  157 

Locomotives  (see  equipment) . 

Mail  (see  traffic) . 

Main  line  (see  construction). 

Main  line  (see  original  cost) . 

Main  line  (see  value) . 

Main  line  purchased 2  140 

Maintenance  compared  with  Northern  Pacific  : 78  207 

Maintenance  of  track 78  206 

Mileage,  freight  car 20  158 

Mileage  of  track  operated,  total ..  64  182 

Mileage,  passenger  car 19  158 

Mileage,  total  freight  train 67  195 

Miles  operated  in  state,  1907,  1908 78  208 

Operation,  Cost  of— 

Cascade  division 70  196 

freight  department 71  196 

freight,  state  and  interstate  amounts 76  205 

freight,  state  and  interstate 79  210 

freight,  state  and  interstate 80  210 

how  ascertained  for  divisions 75  205 

items  charged  to 78  208 

mail,  express,  baggage 76  205 

maintenance  of  way  and  structures 78  206 

compared  with  Northern  Pacific 78  207 

passenger  department 71  196 

passenger  department,  state  and  interstate 77  206 

passenger  department,  state  and  interstate 79  210 

passenger  department,  state  and  interstate 80  210 

passengers,  hauling  per  mile 93  229 

rules  for  apportioning  to  divisions 69  195 

Spokane  division 70  195 

S.  F.  &  N.  system  not  Included  for  1905, 1908,  1907 89  227 

total  within  state 70  196 

Operating  Divisions- 
Cascade  division 17  157 

locomotive  mileage  for  1906 17  157 

Comparison  freight  and  passenger  business  and  expense 68  195 

Spokane  division 17  156 

locomotive  mileage  for  1906 17  156 

Spokane  Falls  &  Northern  division 17  157 

locomotive  mileage  for  1906 17  157 

Passenger  Building,  Seattle- 
Cost  of  reproduction 30  164 

Passenger  cars 19  157 

Passenges  cars  (see  equipment) . 

Passenger  (see  traffic) . 

Quotation  of  stock 64  309 

Rails  (see  unit  quantities) . 

Rates- 
increase  on  lumber  and  shingles,  effect  of 86  213 

complaint  before  interstate  commerce  commission 86  213 

maximum  fixed  by  interstate  commission 86  213 


334  INDEX  TO   FINDINGS 

Finding 
GREAT  NORTHERN  RAILWAY  COMPANY— CONTINUED.                            No.    Page 
Rates- 
appeal  from  finding  of  commission 86  213 

increase  on  west  bound  freight 87  215 

per  cent  of  increase  on  various  commodities 87  215 

state  and  interstate,  disproportion  between 87  214 

Real  estate,  right  of  way  and  terminals 22  159 

Reproduction,  cost  of  (see  cost  reproduction) . 
Revenue — 

amount  of  1906-7-8 85  212 

defined,  state  and  interstate 81  211 

freight,  state  and  interstate,  how  apportioned 75  205 

how  ascertained 81  211 

passenger  per  mile,  carried 93  229 

passenger  department,  state  and  interstate 46  173 

baggage  48  175 

express 47  174 

mail     49  175 

miscellaneous 50  175 

Right  of  way,  cost  of  reproduction 22  159 

Right  of  way,  cost  of  reproduction 24  163 

Right  of  way,  cost  of  reproduction 25  163 

Right  of  way,  cost  of  reproduction 26  163 

Right  of  way  in  counties,  cost  reproduction 22  159 

Road  department  buildings 3  145 

Seattle  commercial  property 23  161 

Seattle,  right  of  way  and  terminals 28  161 

Side  tracks  (see  construction). 
Snow  protection  (see  unit  quatities) . 

Spokane  commercial  property 22  160 

State  and  interstate  defined 44  168 

Station  buildings  in  Seattle 23  161 

Stock  quotations 64  185 

Structures  (see  depreciation)  - 
Subsidiary  Lines- 
Columbia  &  Red  Mountain  Railway  Co  1  401 

bonds  issued 9  151 

capital  stock 9  151 

construction,  unit  quantities 10  151 

engineering,  allowance  for 11  153 

extent  of  line 1  139 

interest  during  construction,  allowance  for  11  153 

legal  and  general  expenses,  allowance  for 11  153 

line  purchased  by  Great  Northern 1  140 

revenue — 

passenger,  express,  mail,  baggage 63  181 

right-of-way  and  terminals,  cost  of  reproduction 25  163 

tonnage  and  ton  miles 61  180 

traffic- 
passenger,  revenue  earning 62  181 

express,  mail,  baggage,  etc 63  181 

Fairhaven  &  Southern  R.  R.  Co.  (see  Seattle  &  Montana  Ry .  Co.) . 
St.  Paul,  Minaeapolis  &  Manitoba  Ry.  Co.— 

extent  of  line 1  139 

line  purchased  by  Great  Northern,  date —  1  140 

Seattle  &  Montana  Railway  Co- 
extent  of  line  1  139 

line  purchased  by  Great  Northern ^  1  140 

purchf.se  of  Seattle  &  Northern  by 7  148 

Seattle  &  Northern  Ry.  Co.  (see  Seattle  &  Montnna  Ry.  Co.). 


INDEX  TO   FINDINGS  335 

Finding 
GREAT  NORTHERN  RAILWAY   COMPANY— CONTINUED.  No.     Page 

Spokane  Falls  &  Northern  Ry.  Co.— 

bonds  issued 9  151 

capital  stock 9  151 

construction  (unit  quantities) 10  151 

earnings  not  included  with  Great  Northern  19()5  6-7 89  227 

engineering,  allowance  for 11  153 

extent  of  line 1  139 

interest  during  construction,  allowance  for 11  153 

legal  and  general  expenses,  allowance  for 11  153 

line  purchased  Dy  Great  Northern ...  1  140 

maintenance  of  way  and  structures,  cost  of 78  207 

revenue- 
freight 51  176 

passenger  52  176 

express 53  177 

mail 54  177 

baggage 55  177 

miscellaneous 55  178 

revenue  earning  freight  carried '.  —  51  176 

right-of-way  and  terminals,  cost  of  reproduction 24  163 

tonnage  and  ton  miles 51  176 

traffic- 
tonnage  and  ton  miles 51  176 

revenue  earning  freight 51  176 

passengers,  revenue  earning 52  176 

.               express 53  177 

mail  54  177 

baggage 55  177 

miscellaneous 55  178 

Washington  &  Great  Northern  Ry.  Co — 

capital  stock ^v.. 12  .     153 

construction,  unit  quantities 13  154 

cost  of  lines  construe  ed  by 12  154 

engineering  expenses,  allowance  for 14  155 

extent  of  line 1  139 

general  and  legal  expense,  allowance  for 14  155 

interest  during  construction,  allowance  for 14  155 

purchase  by  Great  Northern  . , 1  140 

revenue- 
freight  56  178 

passengers 57  179 

express 68  179 

mail 59  179 

baggage 60  179 

right-of-way  and  terminals,  cost  of 26  163 

tonnage  and  ton  miles,  state  and  interstate- 
grain,  per  cent,  of  to  total  moved 56  178 

lumber,  per  cent,  of  to  total  moved    56  178 

logs,  per  cent,  of  to  total  moved 56  178 

coal  and  coke,  per  cent,  of  to  total  moved 56  178 

less  car  lots 56  178 

miscellaneous 56  178 

traffic- 
freight  tons  and  ton  miles,  state  and  interstate 56  178 

passengers,  revenue  earning,  state  and  interstate 57  179 

express,  state  and  interstate 58  180 

mail,  state  and  Interstate 59  180 

baggage  and  miscellaneous 60  180 


336  INDEX   TO   FINDINGS 


Finding 
GREAT  NORTHERN  RAILWAY  COMPANY— CONTINUED.  No.     Page 
Tables- 
employees,  list  of 65  193 

relative  volume  freight,  movement,  relative  cost,  state  and  inter- 
state    93  229 

Tariffs  (see  rates) . 

Taxes  paid 88  226 

Telegraph  (see  unit  quantities) . 

Terminals,  Seattle 23  161 

Ties  (see  unit  quantities). 
Ton  Mileage- 
cost  of  moving  various  commodities  one  mile 74  203 

cost  of,  state  and  interstate 74  203 

per  cent  of,  state  and  interstate,  and  distance  moved— 

canned  salmon 45  170 

coal 45  169 

coal 72  196 

fresh  meat 45  170 

fresh  meat 72  196 

grain 45  169 

grain *. 72  196 

hay 45  170 

hay 72  196 

iron  and  steel 45  170 

iron  and  steel 72  196 

live  stock 45  170 

livestock. : 72  1% 

logs  and  other  forest  products  45  169 

logs  and  other  forest  products 72  196 

lumber 45  169 

lumber 72  196 

machinery 45  170 

machinery 72  196 

sundry  items 45  171 

sundry  items 72  196 

proportion  of,  state  and  interstate. 73  203 

total  carried  state  1903  to  1907  inclusive 45  168 

total  carried  interstate  1903  to  1907 45  168 

Tonage,  per  cent,  state  and  interstate 73  203 

Tool  houses  (see  unit  quantities) . 

Trackage  rights 64  182 

Track,  description  of 92  227 

Track  fastenings 31  165 

Traffic- 
baggage,  state  and  interstate 48  175 

density  of 27-29  163 

express,  state  and  interstate 47  174 

freight,  average  cost,  one  ton  one  mile 74  203 

freight,  cost  of  in  state 71  196 

freight,  state  and  interstate,  cost  of  moving 76  205 

mail,  state  and  interstate 49  175 

mail,  baggage,  express,  cost  of 76  205 

miscellaneous  earnings 50  175 

passengers,  cost  of  in  state 71  196 

passengers,  cost  per  mile  carried 93  229 

passenger,  revenue  per  mile  carried 93  229 

passenger  department  state  and  interstate,  cost 77  206 

revenue  earning  interstate  passengers- 
average  amount  paid  by 46  174 

average  charge  per  mile 46  174 


INDEX  TO  FINDINGS  337 


Finding 
GREAT  NORTHERN  RAILWAY   COMPANY-CONTINUED.                            No.     Page 
Traffic- 
revenue  earning  interstate  passengers- 
average  distance  carried 46  174 

number  carried 46  174 

revenue  earning  state  passengers- 
average  amount  paid  by 46  174 

average  charge  per  mile 46  174 

average  distance  carried 46  174 

number  carried 46  174 

state  and  interstate  defined 44  168 

ton  mileage  state  and  interstate  1903-7 45  168 

Transportation  department  buildings 3  145 

Tunnel,  Cascade,  cost  of 3  265 

Tunnels  (see  unit  quantities) . 

Turntables 31  165 

Unit  quantities 3  140 

Unit  quantities 13  154 

Unit  quantities 10  151 

Unit  quantities 7  148 

Unit  quantities 6  146 

Value- 
main  line,  June  SO,  1906 83  166 

present  cash  market  of  entire  system 66  194 

present,  Spokane  to  Hillyard 37  166 

present.  Colbert  to  Boundary. 37  166 

present,  Northport  to  Velvet 37  166 

present,  Anacortes  to  Rockport 35  166 

present,  Marcus  to  Boundary 39  166 

present,  Republic  to  international  boundary 39  166 

present.  Curlew  to  international  boundary 89  I66 

reproduction  entire  system  in  state , 41  167 

present  cash  market  June  30,  1908 94  229 

for  state  use  and  interstate  use 95  229 

division  of 95  230 

Warehouses 43  167 

Water  stations  (see  unit  quantities) . 

Weight  of  commodities  in  car  load  lots 45  297 

Work  cars 21  158 

Work  cars  (see  equipment) . 

NORTHERN  PACIFIC  RAILWAY  COMPANY: 

Baggage  (see  traffic). 

Bellingham  Right-of-Way  and  Terminals— 

cost  of  reproduction 40  40 

Bettermentss  and  Improvements- 
Idaho  division  since  1896 25  29 

Pacific  division  since  1896 25  29 

Seattle  division  since  1896 25  29 

Bonds- 
bonded  obligations 47  43 

Central  Washington 12  23 

C.  B.  «&Q.  joint 47  43 

Clealum  Short  Line 14  24 

general  lien  bonds,  Northern  Pacific 47  43 

general  mortgage,  St   P.  «&N.P.  R.  R 47  43 

Green  River  &  Northern  R.  R.  Co 15  25 

Minn.  &  Dulnth  Ry.,  first  mortgage 47  44 

N.  P.  &  Cascade  R.  R.  Co 16  25 

22— A 


338  INDEX  TO   FINDINGS 


Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY-Continued.  No.    Page 
Bonds- 
prior  lien,  N.  P 47  44 

quotation  of  sales   47         44 

St.  P.  &  Duluth,  first  division 47         44 

St,  P.  &  Duluth  Ry.  Co.,  first  mortgage 47         44 

St.  P.  &  Duluth,  second  division .47         44 

Seattle,  Lake  Shore  &  Eastern  Ry.  Co 9         22 

Spokane  &  Palouse  R.  R.  Co 11         23 

Taylor  Falls  &  Lake  Superior,  first  mortgage 47         44 

United  R .  R.  of  Washington 17         26 

Western  R.  R.  of  Minnesota 47         43 

Bkanch  Lines— 

Arlington  to  Darrington 20         28 

Burnett  branch  (see  N.  P.  &  Cascade  R    R.  Co.). 

Centralia  to  Ocosta  (see  United  Railroads  of  Washington) . 

Central  Washington  branch  (see  Cent.  Wash.  R.  R.  Co.). 

Cosmopolis  branch  (see  N.  P.  «&  Cascade  R.  R.  Co.) . 

Crocker  branch  (see  N.  P.  &  Cascade  R.  R.  Co.) . 

Crocker  to  Douty  (see  N.  P.  &  Cascade  R.  R.  Co.). 

Everett  to  Snohomish  (see  Everett  &  Monte  Cristo  Ry.) . 

Fairfax  branch  (see  N.  P.  &  Cascade  R.  R.  Co.) . 

Grays  Harbor  branch  (see  United  R.  R.  of  Washington) 

HoQuiam  to  Moclips  (see  N    P.  Railway  Co.) . 

Kalama  to  Vancouver  (see  Wash.  Railway  &  Navigation  Co.) . 

Kanasket  branch  (see  Green  River  &  Northern  R.  R.  Co.) . 

Lake  Washington  Belt  Line  (see  N .  P .  &  P .  S .  Shore  R .  R . ) . 

Monte  Cristo  branch  (see  Everett  &  Monte  Cristo  Ry .  Co.) . 

Olympia  branch  (see  United  Railroads  of  Washington) . 

Orting  branch  (see  N.  P.  &  Cascade  R.  R.  Co.) . 

Palouse  &  Lewiston  branch  (see  Spokane  &  Palouse  R.  R.  Co  ). 

Portland,  Vancouver  &  Yakima  Ry.  Co.  (see  Wash.  Ry.  &  Nav.  Co.) . 

Port  Pownsend  Southern  R.  R.  Co.  (see  Pt.  Townsend  Sou.  Ry.  Co.) 

Roslyn  branch  (see  Clealum  R.  R.  Co.). 

South  Bend  branch  (see  United  Railroads  of  Washington) . 

Sunnyside  branch  (see  Sunnyside  branch) . 

Vancouver  to  Yacolt  (see  Washington  Ry .  &  Nav.  Co.) . 

Washington  &  Columbia  River  Ry.  Co.  (see  Wash.  &  Col.  River  Ry.  Co.) . 

Washington  &  Oregon  R.  R.  Co.  (see  Wash.  Ry.  &  Nav.  Co.) . 

Wickersham  to  Bellingham  (see  B.  B.  &  East.  Ry.  Co.) . 

Wilkeson  Branch  (see  N.  P.  &  Cascade  R.  R.  Co.) . 

Woodinville  Junction  to  Blach  River  Junction  (see  N.  P.  &  Puget  S.  Shore  Rail- 
road Co.). 
Branch  Lines- 
location  and  length  3         18 

Bridges,  Trestles.  Culverts— 

Ainsworth  bridge,  cost  of 4         19 

depreciation  of 32         32 

Kennewick  bridge,  cost  of 5         20 

Capital  Stock- 
Central  Washington 12         23 

/  Clealum  Railroad  Co 14         24 

^  Green  River  &  Northern  Railroad  Co lo         25 

Northern  Pacific  &  Cascade  Railroad  Co 16         26 

Northern  Pacific  Railway  Co 48         50 

Seattle.  Lake  Shore  &  Eastern  Railroad  Co 9         22 

Spokane  &  Palouse  Railroad  Co 11         23 

United  Railroads  of  Washington 17  6 

Cars  (see  equipment) . 


INDEX  TO  FINDINGS  339 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continued.  No.    Page 

Car  mileige 64  71 

Car  shops,  depreciation  of 31  31 

Cattle  guards  and  signs,  depreciation  of 31  31 

Classification  train,  engine  and  car  miles,  exhibit  "C" 125 

Coal  lands 43  41 

Commercial  property  in  cities  (see  cost  of  reproduction  right-of-way 

and  terminals) . 
Commercial  Property  in  Counties- 
value  of 41  40 

Construction- 
Arlington  to  Darrington 20  28 

Auburn  to  Seattle  (double  track) 8  21 

Coulee  City  to  Adrian 12  24 

Hoquiam  to  Moclips 17  27 

Palmer  Junction  to  Auburn 6  20 

Seattle  to  Argo 8  21 

Sunnyside  branch 13  24 

betterments  and  improvements  since  1896,  cost  of 25  29 

discounts  and  commissions,  allowance  for 28  30 

engineering,  cost  allowance  for 29  30 

equipment,  cost  of 27  30 

interest  during  construction,  allowance  for 29  30 

legal  and  general  expenses- 
cost  allowance  for 29  30 

real  estate  right-of-way  and  terminals- 
cost  of 26  29 

Cost  of  operation  (see  operation,  cost  of. . 
Cost  of  Reproduction- 
bridges,  per  cent  of  cost  in  state 29  30 

cars 32  32 

equipment 32  32 

lines  exclusive  of  equipment,  right-of-way  and  terminals 31  31 

locomotives 32  32 

right-of-way,  branch  lines,  by  counties 35  34 

right-of-way,  rules  governing 33  33 

right-of-way,  main  line 34  33 

right-of-way,  branch  lines 36  35 

right-of-way.  Port  Townsend  (Thurston  Co . ) 35  35 

right-of-way.  Port  Townsend  (Jefferson  Co . ) 35  35 

right-of-way,  main  line  in  counties 34  33 

right-of-way,  per  cent  of  cost  in  state 49  51 

right-of-way  and  terminals,  main  line 34  33 

station  at  Seattle,  per  cent  of  cost 49  51 

terminals  and  real  estate— 

per  eent  of  cost 49  51 

terminals— 

Bellingham 40  40 

Everett 37  36 

Seattle 39  39 

Spokane 36  36 

Tacoma 38  36 

tunnels,  per  cent  of  cost  for  state 49  51 

Cost.  Original- 
Adrian  cutoff 12  26 

Ainsworth 4  20 

Ainsworth  to  Wallula 4  19 

Arlington  to  Darrington 20  28 

branch  Cheney  to  Coulee  City 12  23 


340  INDEX  TO  FINDINGS 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— CONTINUED.                          No.     Page 
Cost,  Original- 
Burnett  branch  16  25 

Central  Washington  Railroad  Co 12  23 

Clealum  Railroad  Co 14  24 

Clealum  to  Ronald 14  24 

Cosmopolis  branch 17  26 

Crocker  branch 16  25 

Crocker  to  Douty 16  25 

Everett  to  Snohomish 19  27 

Fairfax  branch 16  25 

Grays  Harbor  branch 17  2& 

Green  River  &  Northern  Railroad  Co 15  25 

Kalama  to  Vancouver 18  27 

Kanaskat  to  "End  of  Line" 15  25 

Kennewick  bridge 5  20 

Lake  Washington  &  Belt  Line 10  22 

Meeker  to  Stuck  Junction 8  21 

Miscellaneous  expenditures 26  29 

Monte  Cristo  branch 19  27 

Northern  Pacific  &  Cascade  Railroad  Co 16  25 

Olympia  branch 17  26 

Orting  to  Puyallup  River 16  25 

Palmer  Junction  to  Auburn 6  20 

Palouse  &  Lewiston  branch 11  23 

Pasco  to  Tacoma 5  20 

Pend  d'Oreille  division 4  19 

Port  Townsend  Railway  Co 24  29 

Seattle  to  Argo 8  24 

Seattle  to  Sumas 9  22 

South  Bend  branch 17  26 

Spokane  &  Palouse  Railroad  Co 11  23 

Tacoma  to  Kalama 7  21 

Tacoma  to  Wilkeson 5  20 

Tacoma  to  Wilkeson 16  25 

Total  cost  of  system,  exclusive  of  right-of-way,  terminals  and 

equipment 31  32 

United  Railroad  of  Washington 17  27 

Vancouver  to  Yacolt 18  27 

Washington  &  Columbia  Railway  Co 23  28 

Wickersham  to  Bellingham 21  28 

Woodihville  Jun ction  to  Black  River  Junction 10  22 

Counties,  value  of  commercial  property  In 41  40 

Crossings,  depreciation  of 31  31 

Curves,  grades,  etc 60  61 

Density  of  traffic  (see  value,  elements  of) . 

Depreciation  of  equipment 32  32 

Depreciation  of  material 31  31 

Depreciation  of  structures 31  31 

Discounts  and  Commissions— 

on  Pend  d'Oreille  division 4  19 

total  as  shown  by  records  of  Northern  Pacific  Railway  Co 28  30 

Dividends  paid 46  43 

Division  of  value 91  97 

Divisions,  Operating- 
cost  of,  how  ascertained 74  77 

cost  of  operating 69  72 

cost  of  operating  in  state 70  72 

cost  of  operating,  total 70  72 

listof 63  70 


INDEX  TO   FINDINGS  341 


Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continued.  No.    Page 

Docks,  depreciation  of 31  32 

Earnings- 
state 59  61 

state  and  interstate  for  1905 78  80 

state  and  interstate  for  1906 79  80 

state  and  interstate  for  1907 80  80 

state  and  interstate  for  1908 81  80 

estimated  gross  for  1909 88  96 

estimated  expense  of  earnings  for  1909 88  96 

Employees,  list  of 61  67 

Engineering  features 60  61 

Engineering  Expenses- 
reasonable  allowance  for 29  30 

Engine  houses,  depreciation  of 31  31 

Engine  shops,  depreciation  of SI  31 

Equipment — 

depreciation  of 32  32 

present  value  of 32  33 

cost  allowance  for 27  30 

Everett  Right  of  Way  and  Terminals- 
cost  of  reproduction 37  36 

Exhibit  "A"  reorganization  agreement 98 

Exhibit  "B" 124 

Exhibit  "C" 125 

Express  (see  traffic) . 

Expenditures,  discounts  and  commissions 28  30 

Expenses  (see  equipment) . 

Financing  of  system 46  43 

Freight  cars  (see  equipment) . 

Freight  (see  traffic) . 

Progs  and  switches,  depreciation  of 77. 31  31 

Fuel  stations,  depreciation  of 31  32 

Funded  indebtedness  (see  bonds  and  indebtedness) . 

Grading  appreciation  of 50  51 

Grades,  curves,  etc 60  61 

Grant  fur  Right  of  Way- 
received  from  United  States 34  33 

Granted  lands  (see  land  grant) . 

History  of  main  line ; 3  18 

History  of  branch  lines 3  18 

Indebtedness- 
bonded  obligations 47  43 

C .  B .  &  Q .  joint  bonds 47  43 

Duluth  Short  Line  railway  bonds 47  44 

general  lien  bonds,  N .  P 47  43 

general  mortgage  bonds,  St.  P.  &  N.  P.  Ry 47  43 

Minnesota  &  Duluth  Ry . ,  first  mortgage  bonds 47  44 

prior  lien  bonds,  N.  P 47  43 

quotation  of  bond  sales 46  43 

St.  Paul  &  Duluth,  first  division  bonds 47  44 

St.  Paul  &  Duluth  Ry.  Co.,  first  mortgage  bonds 47  44 

St.  Paul  &  Duluth  second  division  bonds 47  44 

Taylor  Falls  &  Lake  Superior  first  mortgage 47  44 

total  funded 47  43 

Western  R.  R.  of  Minnesota 47  43 

Interest- 
allowance  for  during  construction 29  30 

Interlocking  apparatus,  depreciation  of 31  32 


342  INDEX  TO  FINDINGS 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— CoNTlNUEn.  No.     Page 

Land  Grants- 
amount  of  owned 49        51 

for  right  of  way  from  U .  S 34         33 

lieu  lands,  right  to  select  in  state 49         51 

lieu  lands,  value  of  per  acre 49         51 

see  exhibit  "A" 98 

Legal  and  General  Expenses — 

reasonable  allowance  for 29         30 

Lieu  lands  (see  land  grants) . 

Locomotives  (see  equipment) . 

Mail  (see  traffic) . 

Material,  depreciation  of 31         31 

Mileage 64        70 

Miscellaneous  expenditures 26         29 

Northern  Pacific  Railroad  Co.,  history  of  reorganization 2         17 

Operation,  Cost  of — 

branch  lines  not  included 87         95 

how  ascertained 74         77 

operating  divisions  in  state 70         72 

operating  divisions,  total 70         72 

Operating  divisions  (see  divisions  operating)  . 

Oriental  shipments  (see  shipments  oriental). 

Passengers  (see  traffic) . 

Passenger  cars  (see  equipment), 

Quotation  bond  sales 47         44 

Rails  (see  depreciation) . 

Rates- 
average  charge,  state  and  interstate 85         93 

average  cost,  state  and  interstate 85         93 

fixed  by  Interstate  Commerce  Commission 84         82 

appeal  from  findings 84         82 

increase,  effect  of 84        81 

increase  on  lumber,  interstate 83         81 

increase  on  west  bound  freight 84         82 

increase,  reasonableness  challenged 84         82 

Real  estate,  right  of  way  and  terminals,  cost  of 26         29 

Reorganization  agreement,  exhibit  "A" 98 

Reorganization  of  Northern  Pacific  Railroad  Co 2         17 

Reproduction,  cost  of  (see  cost  of  reproduction) . 

Revenue- 
how  ascertained 77         79 

state  and  interstate  for  1906 82         81 

state  and  interstate  for  1907, 1908 83         81 

Right  of  way  and  terminals  (see  cost  of  reproduction) . 

Right  of  Way- 
cost  of  reproduction  in  counties 34         33 

Right  of  way.  Branch  Lines- 
cost  of  reproduction  by  counties ...  35         34 

Rules  for  apportioning  operating  expenses,  exhibit  "C" 125 

Seattle  Right  of  Way  and  Terminals- 
cost  of  reproduction 39         39 

Section  houses,  depreciation  of 31         31 

Shipments,  Oriental- 
east  bound,  amount  of 85         93 

west  bound 85         94 

Spokane  Right  of  Way  and  Terminals- 
cost  of  reproduction 36         35 

State  and  interstate  defined 52         og 

Station  buildings  and  fixtures,  depreciation  of 31         31 

Stock  yards,  depreciation  of 31         32 


INDEX    TO  FINDINGS  343 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continubd.                         No.     Page 
Structures- 
depreciation  of 31  31 

present  value  of 31  32 

Subsidiary  Lines— 

Bellingham  Bay  &  Eastern  Railroad  Co.— 

construction  of  Wickersham  branch 21  28 

construction,  cost  of 21  28 

transferred  line  to  Northern  Pacific  Railway 21  28 

Central  Washington  Railroad  Co — 

betterments  and  improvements 12  23 

bonds,  amount  of  issue 12  23 

capital  stock,  amount  of 12  23 

constructed,  when 12  23 

history  of 12  23 

mileage 12  23 

subsidiary  corporation  of  Northern  Pacific 12  23 

Clealum  Railroad  Co- 
acquired  by  N.  P.  Ry.  Co 14  24 

betterments  and  improvements 14  24 

capital  stock,  amount  of 14  24 

cost,  original 14  24 

leased  to  Northern  Pacific  Railroad  Co    14  24 

organization  and  history 14  24 

subsidiary  corporation  of  Northern  Pacific 14  24 

Everett  &  Monte  Cristo  Railway  Co.— 

acquired  by  Northern  Pacific  Railway  Co 19  28 

betterments  and  improvements 19  28 

constructed  Snohomish-Everett  branch 19  27 

constructed  Monte  Cristo  branch 19  28 

construction,  cost  of ^ 19  28 

Green  River  &  Northern  Railroad  Co.— 

betterments  and  improvements 15  25 

bonds,  amount  of 15  25 

capital  stock,  amount  of 15  25 

capital  stock  acquired  by  Northern  Pacific  Railway  Co 15  25 

cost  of  road  constructed 15  25 

history  of 15  25 

subsidiary  corporation  of  Northern  Pacific  Railway 15  25 

Northern  Pacific  &  Puget  Sound  Shore  Railroad — 

abandonment  of  construction  by 10  22 

construction  of  railroad  by 10  22 

cost  of  road  constructed 10  22 

history 8  21 

Lake  Washington  Belt  Line  construction 10  22 

subsidiary  corporation  of  Northern  Pacific 10  22 

Northern  Pacific  &  Cascade  Railroad  Co.— 

acquired  by  Northern  Pacific  Railway  Co 16  25 

betterments  and  improvements  16  25 

bonds,  amount  of 16  25 

capital  stock,  amount  of 16  25 

constructed  Brunett  branch 16  25 

constructed  Crocker  branch 16  25 

constructed  Crocker  to  Douty 16  25 

constructed  lines  Tacoma  to  Wilkeson 16  25 

cost  of  road  constructed 16  26 

history  of 16  25 

Port  Townsend  Railroad  Co.— 

lines  constructed 24  29 

mileage 24  29 

cost  of  construction 24  29 


344  INDEX  TO   FINDINGS 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continued.                        No.    Page 
Seattle,  Lake  Shore  &  Eastern- 
bonds  9  22 

capital  stock 9  22 

default  in  interest  payments 9  22 

original  cost 9  22 

purchase  by  Northern  Pacific  Railway  Co 9  22 

receiver  appointed  for 9  22 

Spokane  &  Palouse  Railroad  Co.— 

bonds 11  23 

capital  stock 11  23 

cost  of  construction 11  23 

subsidiary  to  Northern  Pacific 11  23 

Sunnyside  Branch- 
betterments  and  improvements  since  1903 13  24 

construction  by  Northern  Pacific  Railroad  Co 13  24 

construction,  cost  of 13  24 

construction,  cost  of 18  24 

United  Railroads  of  Washington- 
acquired  by  Northern  Pacific  Railway  Co 17  27 

betterments  and  Improvements 17  27 

bonds 17  27 

capital  stock,  amount  of 17  27 

constructed  Olympia  branch 17  26 

constructed  Grays  Harbor  branch 17  26 

constructed  Cosmopolis  branch 17  26 

constructed  South  Bend  branch 17  26 

cost  of  roads  constructed 17  20 

history  of 17  27 

lines  constructed  by 17  26 

Washington  &  Columbia  River  Railway  Co.— 

cost  of 23  29 

history 23  28 

lines  constructed , . . .  23  28 

mileage  of 23  28 

stock  owned  by  Northern  Pacific  Railway  Co 23  28 

Washington  Railway  &  Navigation  Co . — 

constructed  line  Kalama  to  Vancouver 18  27 

constructed  line  Vancouver  to  Yacolt 18  27 

cost  of  line 18  27 

subsidiary  corporation  of  Northern  Pacific 18  27 

Tables- 
list  of  employees 61  67 

relative  volume  of  freight  business,  relative  cost,  relative  rates, 

state  and  interstate 89  96 

Tacoma  Right  of  Way  and  Terminals- 
cost  of  reproduction 38  36 

Tariffs  (see  rates) . 

Taxes 86  95 

Telegraph  lines,  depreciation  of 31  31 

Ties  (see  depreciation) . 

Ton  Mileage,  Per  Cent.  of.  State  and  Interstate- 
coal..  .  . .  72  74 

grain 72  73 

hay 72  75 

iron  and  steel 72  74 

less  carloads 72  75 

logs  and  forest  products 72  74 

lumber  and  shingles 72  73 

ore 72  75 

sundry  commodities 72  74 


INDEX  TO  FINDINGS  345 

Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continued.                       No.    Page 
Ton  Mileage,  State  and  Interstate- 
cost  of  movement  one  mile 73  76 

coal 73  77 

grain 73  76 

iron  and  steel 73  77 

less  car  loads 73  77 

live  stock 73  77 

logs  and  other  forests  products 73  77 

lumber  and  shingles , 73  76 

ore 73  77 

salmon 73  77 

Tool  houses,  depreciation  of 31  32 

Total  cost,  excluding  equipment,  right  of  way  and  terminals 31  32 

Track  fastenings,  depreciation  of 31  31 

Traffic- 
average  length  of  haul,  various  commodities 53  53 

commodities,  average  length  of  haul 53  53 

commodities  carried,  proportion  of 54  58 

comparative  cost,  freight  and  passenger- 
branch  lines 71  72 

mainline 71  72 

expense  of  handling  state  and  interstate  freight 75  78 

expense  of  handling  state  and  interstate  passengers 76  79 

expense  of  handling  state  and  interstate  express 75  78 

expense  of  handling  state  and  interstate  mail 75  78 

freight- 
relation,  volume,  cost  and  rates,  state  and  interstate 89  96 

freight  business  compared  with  passenger 66  71 

freight,  cost  of  moving  in  state 71  72 

mileage- 
freight  car rn. 64  71 

freight  train 64  70 

freight  ton 65  71 

passenger  car 64  71 

passenger  train 64  71 

N.  P.  express 57  60 

N.  P.  mail 58  61 

N.  P.  passengers  and  passenger  miles 56  59 

N.  P.  passenger  revenue...; 56  59 

passenger- 
relation,  volume,  cost  and  rates,  state  and  interstate 89  96 

passenger  business  compared  with  freight 66  71 

passenger  car,  comparative  resistance  of 67  71 

passengers,  cost  of  moving  in  state 71  72 

passengers,  proportion,  state  and  interstate 56  €0 

Port  Townsend  Southern  Railroad  Co 55  59 

proportion  ton  mileage,  state  and  Interstate 53  52 

state  and  interstate  defined 52  52 

ton  mileage  for  1906 53  52 

ton  mileage  for  1907 53  52 

Washington  &  Columbia  River  Ry .  Co 54  57 

Turn  tables,  depreciation  of 31  31 

Unit  quantities 31  31 

Value- 
elements  of 42  41 

elements  of 43  41 

elements  of 45  42 


J46  INDEX  TO   FINDINGS 


Finding 
NORTHERN  PACIFIC  RAILWAY  COMPANY— Continued.  No.    Page 

Value- 
depreciation  of— 

buildings  and  structures 31  31 

equipment 32  82 

material 31  31 

whole  line 32  32 

lieu  lands,  per  acre 49  51 

present  value  of  equipment 32  32 

present  cash  market  of  lines 62  70 

station  building  at  Seattle 51  51 

Water  stations,  depreciation  of 31  31 

Weight  of  commodities  in  car  load  lots 53  176 

Wharves,  depreciation  of 31  32 

Work  cars,  depreciation  of 31  31 

OREGON  RAILROAD  &  NAVIGATION  COMPANY: 
Betterments  and  Improvements- 
main  line,  Columbia  River  to  Wallula 2  25S 

sum  expended  for  and  charged  to  operating 19  291 

Bonds  Issued  or  Held  by- 
Columbia  &  Palouse 44  308 

Columbia  &  Southern 44  308 

Columbia  River  &  Oregon  Central 44  308 

consolidated  mortgage 44  306 

first  mortgage 44  306 

Oregon  Railway  Extension  Co 9  274 

Quotations 44  306 

Snake  River  Valley 44  308 

Washington  &  Idaho 7  268- 

Washington  &  Idaho 8  271 

Washington  &  Idaho , 13  280 

total  against  lines  operated  by , 44  808 

Branch  Lines— 

Bolles to  Turner 18  289 

construction,  unit  quantities 18  289 

cost  of  to  June  30,  1907 ; 18  289 

history  of 18  28^ 

Colfax-Pullman  to  Idaho  State  Line. 14  281 

construction,  unit  quantities 14  282 

cost  of  to  June  30,  1907 14  282 

history  of 14  281 

Fairfield  to  Waverly 12  27& 

construction,  unit  quantities 12  279 

cost  of  to  June  30.  1907 : 12  279 

history  of 12  279^ 

La  Crosse  to  Connell 15  283 

construction,  unit  quantities 15  284 

cost  of  (see  original) . 
history  of  (see  main  line) . 

Starbuck  to  Pomeroy 16  285 

construction,  unit  quantities 16  285 

cost  of  to  June  30,  1907 16  286 

history  of 16  285 

Tekoa  to  Idaho  state  line 13  280 

bonds  issued  on  by  Idaho  &  Washington  Railroad 13  280 

construction,  unit  quantities 13  280 

cost  of  to  June  30,  1907 13  280 

history  of 13  280 


INDEX  TO   FINDINGS  347 


Finding 
OREGON  RAILROAD  &  NAVIGATION  COMPANY— Continued.              No.    Page 
Branch  Lines- 
Walla  Walla  to  Oregon  state  line 10  276 

construction,  unit  quantities 10  276 

cost  of  to  June  30,  1907 10  276 

history  of 10  276 

Walla  Walla  to  Riparia 17  287 

construction,  unit  quanliiies 17  287 

cost  of  to  June  30, 1907 17  287 

history  of 17  287 

Wallula  to  Walla  Walla 11  277 

construction,  unit  quantities 11  277 

cost  of  to  June  30,  1907 11  277 

history  of 11  277 

Branch  lines,  cost  of  reproduction 30  29^ 

Bridges,  trestles  and  approaches,  average  heighth 20  291 

Bridges,  trestles  and  culverts  (see  construction) . 

Burnettized  ties 35  301 

Capital  Stock- 
amount  hypothicated 44  305 

Columbia  &  Palouse  Railway  Co 44  30& 

Columbia  &  Southern  Railroad  Co 44  306 

Columbia  River  &  Oregon  Central 44  306 

common  and  preferred  stock 44  305 

owned  by  Oregon  Short  Line 44  305- 

Snake  River  Valley  Railroad  Co 3  261 

Snake  River  Valley  Railroad  Co 44  306 

Spokane  terminal 44  305 

total  capitalization 44  306 

Walla  Walla  &  Columbia  River  Railroad  Co 44  306 

Car  mileage 24  295 

Cars  (see  equipment) . 

Car  shops  (see  construction  and  structures) . 
Cattle  guards  and  signs  (see  construction) . 
Columbia  &  Palouse  Railroad  Co.— 

bonds  issued  by 44  308 

capital  stock,  ownership  of 44  305 

length  of 1  257 

lines  constructsd  by 5  264 

lines  constructed  by 6  266 

lines  constructed  by 14  281 

Columbia  &  Southern  Railroad  Co.— 

bonds  issued  by 44  308 

capital  stock,  ownership  of 44  306 

length  of 1  257 

Columbia  River  &  Oregon  Central  Railroad  Co. — 

bonds  issued  by 44  308 

capital  stock,  ownership  of 44  306 

length  of 1  257 

Commercial  property — 

Portland,  value  of 38  302 

Spokane,  description  and  value  of 31  299 

Walla  Walla,  description  and  value  of 32  30O 

Construction- 
Branch  lines  (see  branch  lines) . 
Main  line— 

Colfax  to  Farmington— 

cost  of 6  266 

length  of 6  266 


348    -  INDEX  TO  FINDINGS 


Finding 
OREGON  RAILROAD  &  NAVIGATION  COMPANY.— Continued.  No.    Page 

Construction- 
Main  Line— 

Colfax  to  Farmington  - 
unit  quantities- 
ballast  6  268 

bridges,  trestles  and  culverts 6  266 

cattle  guards  and  signs 6  268 

fence 6  268 

frogsandswitch.es 6  267 

fills 6  267 

miscellaneous  structures 6  268 

pay  quantities 6  266 

rails 6  267 

side  track 6  266 

signal  apparatus 6  268 

station  buildings  and  fixtures 6  268 

telegraph  lines 6  268 

ties .* 6  267 

track  laying 6  268 

warehouses 6  268 

water  stations 6  268 

Columbia  River  to  Wallula — 

cost  of 2  258 

length  of 2  258 

total  expenditures  on 2  258 

unit  quantities- 
ballast  2  258 

bridges 2  258 

cattle  guards  and  signs 2  259 

crossings 2  259 

culverts 2  258 

excavation 2  258 

fence 2  259 

frogs 2  258 

rails 2  258 

riprap 2  258 

station  buildings .   2  259 

switches 2  259 

telegraph  lines 2  259 

ties 2  258 

trestles 2  258 

Farmington  to  Rockford- 

cost  of 7  268 

length  of 7  268 

unit  quantities 7  268 

La  Crosse  to  Colfax— 

cost  of 5  264 

length  of 5  263 

unit  quantities 5  264 

Ripariato  La  Crosse — 

cost  of 4  261 

length  of 4  261 

unit  quantities 4  261 

Rockford  to  Spokane- 
cost  of 8  271 

length  of 8  271 

unit  quantities 8  272 


TNDEX  TO  FINDINGS  34C> 


'  Finding 

OREGON  RAILROAD  &  NAVIGATION  COMPANY— CONTINUED.  No.    Page 

Construction — 
Main  Line— 

Wallula  to  Grange  City- 
cost  of 3  260 

length  of 3  26a 

unit  quantities- 
ballast. .  , 3  260 

bridges,  trestles  and  culverts 3  260 

cattle  guards  and  signals 3  260 

crossings 3  260 

fence 3  260 

grading 3  26a 

miscellaneous  structures 8  261 

pay  quantities 3  260 

rails 3  260 

riprap 3  269. 

side  track 3  26a 

station  buildings  and  fixtures 3  26a 

ties 3  260 

tunnels 3  26a 

water  stations 3  261 

Winona  to  Seltice— 

costof 9  274 

length  of 9  274 

unit  quantities 9  274 

Cost  of  Reproduction- 
channelling,  allowance  for 21  293 

equipment  for  state 24  29& 

interest  during  construction,  estimated 21  293 

legal  and  general  expenses,  estimated 21  292 

line  by  counties ! 30  29» 

main  line— 

Colfax  to  Farmington 6  266 

Columbia  river  to  Wallula 2  258 

Farmington  to  Rockford 7  268- 

La  Crosse  to  Coif  ax 5  265 

Riparia  to  La  Crosse 4  261 

Rockford  to  Spokane 8  27a 

Wallula  to  Grange  City 3  260 

Winona  to  Seltice 9  275 

right-of-way,  real  estate,  terminals 30  298 

shop  machinery  and  tools,  allowance  for 21  293 

Spokane  terminal  grounds 22  294 

total,  exclusive  of  equipment,  terminals,  right-of-way,  real  estate, 

lands,  and  stores  on  hand- 21  292 

total  in  state 40  304 

warehouses 26  298 

Cost,  Original- 
betterments,  amounts  expended  in,  chargable  to 19  291 

branch  lines  (see  branch  lines) . 

engineering,  superintendence  and  inspection,  allowance  for 21  292 

equipment 24  296 

Interest  during  construction 21  293 

legal  and  general  expenses 21  292 

main  line— 

Colfax  to  Farmington 6  266 

Columbia  river  to  Wallula 2  258 

Farmington  to  Rockford  7  268 

« 


350      -  IN'DEX   TO  FINDINGS 


Finding 
OREGON  RAILROAD   &  NAVIGATION  COMPANY— Continued.  No.    Page 

Cost,  Original- 
main  line— 

La  Crosse  to  Colfax  to  Connell 5  264 

Riparia  to  La  Crosse 4  261 

Rockford  to  Spokane 8  271 

Wallula  to  Grange  City 3  259 

Winona  to  Seltice 9  274 

right-of-way,  terminals  and  real  estate ". 28  298 

Spokane  terminal  grounds 22  293 

structures,  improvements  and  construction 38  302 

total,  exclusive  of  equipment  and  Spokane  terminal 21  292 

total  expended  in  state 39  303 

Counties,  cost  to  reproduce  line  in 30  298 

Crossings,  (see  construction,  unit  quantities) . 

Curves,  grades,  etc 45  308 

Density  of  traffic 25  297 

Depreciation- 
equipment,  amount  of 24  296 

material,  amount  of 23  295 

structures,  amount  of 23  295 

Discounts  and  interest  during  construction 21  292 

Divisions,  Operating— 

Bolles  Junction  to  Turner — 

engineering  features  of 45  308 

length  of  line 45  308 

Colfax  to  Idaho  state  line- 
engineering  features  of 45  309 

length  of  line 45  309 

Fairfield  to  Waverly— 

engineering  features  of 45  310 

length  of  line 45  310 

Idaho  state  line  to  Walla  Walla- 
engineering  features  of 45  309 

length  of  line 45  309 

La  Crosse  to  Connell— 

engineering  features  of 45  309 

length  of  line 45  309 

Oregon  state  line  to  Starbuck— 

engineering  features  of 45  308 

length  of  line 45  308 

Starbuck  to  Pomeroy— 

engineering  features  of 45  309 

length  of  line 45  309 

Starbuck  to  Spokane- 
engineering  features  of 45  309 

length  of  line '. 45  309 

Tekoa  to  Idaho  state  line- 
engineering  features  of 45  309 

length  of  line 45  309 

Wallula  to  Grange  City  junction- 
engineering  features  of 45  308 

length  of  line 45  308 

Winona  to  Seltice— 

engineering  features  of 45  309 

length  of  line 45  309 

Engineering  features 45  308 

Engine  house  and  shops  (see  structures) . 


INDEX  TO  FINDINGS  351 

Finding 
OREGON  RAILROAD  &  NAVIGATION  COMPANY-Continued.  No.     Page 

Engineering,  superintendence  and  inspection,  allowance  for  in  original 

construction 21  292 

Equipment- 
cost  of  reproduction 24  296 

freight  cars 24  296 

locoDQOtives 24  295 

original  cost 24  296 

passenger  cars 24  295 

total  cost  of  line  in  Wastiingi/on 24  295 

work  and  miscellaneous 24  296 

Freight  (see  traffic) . 

Freight  cars  (see  equipment) . 

Frogs  and  switches  (see  construction  unit  quaniilies) . 

Funded  indebtedness- 
bonds  of 44  306 

bonds  of  lines  operated  by 44  308 

Grades,  curves,  etc 45  308 

History  of  branch  lines  (see  branch  lines)  . 

History  of  Main  Line— 

Colfax  to  Farmington 6  266 

Columbia  river  to  Wallula  2  258 

Farmington  to  Rockford 7  268 

La  Crosse  to  Colfax 5  263 

Riparia  to  Lacrosse 4  261 

Rockford  to  Spokane 8  271 

Wallula  to  Grange  City 3  259 

Winona  to  Seltice 9  274 

Indebtedness  (see  funded  indebtednes  and  bonds) . 

Interest — 

allowance  for  in  cost  of  reproduction 21  293 

amount  charged  during  construction .TT 21  293 

Interests  and  discounts  during  construction 21  292 

Legal  and  General  Expense  — 

allowance  for  in  cost  of  reproduction 21       292 

allowance  for  in  original  construction 21       292 

Line — 

length  of  in  state 1       257 

total  length  operated  by 1       257 

Lines  Operated  by- 
Columbia  &  Palouse  Railroad, 

length  of 1       257 

Columbia  &  Southern  Railroad  —   1       257 

length  of •••■:•• 1       257 

Columbia  River  &  Oregon  Central  Railroad. 

length  of 1       257 

Snake  River  Valley  Railroad, 

length  of 1       257 

Walla  Walla  &  Columbia  River  Railroad, 

length  of 1       257 

Locomotives- 
mileage,  amount  of 24       295 

number  used 24       295 

(see  equipment) . 
Main  Line- 
length  of 1        257 

history  of 2       285 

(see  construction) . 


352  INDEX  TO  FINDINGS 

Finding 
OREGON  RAILROAD  &  NAVIGATION  COMPANY— Continued.  No.    Page 
Mileage- 
car,  amount  of 24        952 

locomotive,  amount  of 24       295 

passenper,  annual 33       300 

ton,  annual 33       300 

track,  total  operated 1       258 

Northern  Pacific  Terminal  Company- 
operated  under  lease  in  conjunction  with  Northern  Pacific  Ry.  Co.      1       257 

terminals  owned  by 38       302 

Operating  Divisions  (see  Divisions,  Operating). 
Oregon  Railroad  &  Navigation  Co.— 

betterments  and  improvements,  cost  of 19       291 

bonds  of  Washington  &  Idaho  taken  over 13       280 

lines  constructed  by- 
Columbia  River  to  Wallula 2       268 

Riparia  to  LaCrosse 4       261 

Starbuck  to  Pomeroy— 

cost  of  and  length 16       285 

Walla  Walla  to  Oregon  state  line- 
cost  and  length  of 10       276 

Walla  Walla  to  Riparia,  Bolles  to  Dayton— 

cost  and  length  of 17       287 

receiver  appointed 1       267 

reorganization  of 1       257 

subsidiary  line- 
Oregon  Railway  Extension  Co. — 

Winona  to  Seltice,  constructed  by 9       274 

Wallula  to  Walla  Walla,  purchase 11       277 

Oregon  Railway  Extension  Co.— 

line  constructed  by 9       274 

bonds  issued  by 9       274 

Oregon  Short  Line- 
owned  by  Union  Pacific 44       305 

capital  stock  of  O.  R.  &  N.  owned  by 44       305 

capital  stock  Oregon  Short  Line  owned  by 44       305 

Passenger  cars  (see  equipment). 
Passengers  (see  traffic) . 

Portland  terminal 38       302 

Quotation  of  bonds 44       306 

Rails  (see  construction,  unit  quantities). 
Real  Estate,  Right-of-way  and  Terminals- 
cost  of,  original .     28       298 

cost  of  reproduction 30       298 

Reconstruction- 
branch  lines  (see  branch  lines) . 
main  line  (see  construction) . 

Spokane  terminal '. 22       293 

time  required  for 21       292 

Reorganization  of  Oregon  Railway  &  Navigation  Co 1       257 

Report,  insufficiency  of 46       310 

Reproduction,  cost  of  (see  cost  of  reproduction) . 

Right-of-way  and  terminals,  cost  of 28       298 

Right-of-way,  excessive  cost  of 29       298 

Snake  River  Valley  Railroad  Co.  (see  subsidiary  lines) . 

Spokane  terminal,  price  paid  for 22       293 


INDEX  TO  FINDINGS  353 

Finding 
OREGON  RAILROAD  &  NAVIGATION  COMPANY— CONTINUBD.  No.    Page 

Spokane  Union  Depot  Company- 
betterments  and  improvements,  cost  of 22  293 

bonds 22  293 

capital  stock  owned  by  O.  R.  &  N 22  293 

cost  of  reproduction  of  property 30  299 

station  constructed  by 21  292 

State  and  Interstate- 
terms  defined 42  303 

(see  traffic) . 
Station  buildings  and  fixtures  (see  construction,  unit  quantities). 

Stores  and  supplies  on  hand 34  300 

Structures  (see  depreciation) . 
Subsidiary  Lines- 
Snake  River  Valley  Railroad  Company- 
bonds  issued  by 3  259 

bonds  issued  by 44  308 

capital  stock 3  259 

capital  stock 44  306 

cost  of  lines  constructed  by 3  259 

history  of 3  259 

lengthofline 1  257 

Washington  &  Idaho  Railroad  Company- 
bonds  issued  by 7  269 

lines  constructed  by— 

Faimington  to  Rockford 7  268 

bonds  Issued  on 7  268 

Rockford  to  Spokane 8  271 

bonds  issued  on 8  271 

Tekoa  to  Idaho  state  line ^, , 13  280 

bonds  issued  on 13  280 

Telegraph  lines  (see  construction,  unit  quantities) . 

Terminal,  Spokane,  cost  of  22  293 

Terminals- 
Spokane 30  299 

Portland 38  302 

Ties,  burnettized 36  301 

Ton  Mileage- 
moved  1906 43  304 

proportion,  state  and  interstate- 
grain 43  304 

logs  and  other  forest  products 43  304 

coal 43  304 

ore 43  304 

less  car  loads 43  304 

miscellaneous 43  305 

Tonnage- 
moved  annually 33  300 

for  1906 43  304 

proportion,  state  and  interstate 43  304 

Traffic- 
density  of 25  297 

freight,  tons  hauled 33  300 

passengers- 
number  carried  annually 33  300 

mileage  33  300 

23— A 


354  INDEX   TO  FINDINGS 

Finding 
OREGON  RAILROAD  &  NAVIGATION   COMPANY— CONTINUED.  No.     Page 
Traffic- 
proportion,  state  and  interstate- 
coal  43        304 


grain , 


43        304 


less  car  loads 43  304 

logs  and  other  forest  products 43  304 

lumber 43  804 

miscellaneous 43  305 

ore 43  304 

state  and  interstate  defined 42  303 

tonnage  and  ton  miles 43  304 

Tunnels  (see  construction,  unit  quantities) . 

Union  Pacific,  stock  owned  by 44  305 

Unit  quantities  (see  branch  lines,  also  construction). 

Value- 
appreciation  of  grade 23  294 

equipment,  present  cash  market  of 24  297 

increased  by  density  of  traffic 37  301 

increased  by  terminal  property 25  297 

Portland  commercial  property 38  302 

Portland  operating  property 38  302 

present  depreciated 41  303 

present  of  lines  in  state 23  295 

shops  add  to 27  298 

stores  and  materials  on  hand 34  300 

Spokane  commercial  property 31  299 

total  present  cash  market 46  310 

Walla  Walla  commercial  property 32  300 

warehouses,  present  of 26  298 

Walla  Walla  &  Columbia  River  Railroad  Co  — 

capital  stock,  ownership  of 44  306 

length  of  line 1  257 

lines  constructed  by 11  277 

Warehouses 2o  297 

Warehouses 26  298 

Washington  &  Idaho  Railroad  Co.  (see  subsidiary  lines) . 

Wharves 25  297 

Wheat,  amount  produced  along  lines —   36  301 


YC  35243 


